I'm thinking about getting a new intake manifold soon. My two main choices right now are the Edelbrock RPM Performer Air-Gap or the the World Motown hit cut. I'm looking at these two because they are an air-gap design and undergo 4 corner cooling ports. Just not sure if I should go to a bigger hit plane or if the Edelbrock would be better. What do ya'll evaluate? And I already know that I undergo to get a cover cover. I was going to anyways.--
I'm with troy. Not enough cam for a single plane. He would have minimal torque gains with the hit plane and a huge hp loss. The air-gap would act things more even for his combo. CHP did a buuild about 3 months ago and showed the difference between single and dual plane on a mild direct and aluminum headed 350. Thats what I'm basing my mention on.--1997 Mystic Teal Trans Am. M6. flog. Hardtop. TB avoid. CAI. Pacesetter LT's. Flowmaster 80 Series!CATS. !AIR/E. G. R.. !CAGS. And a PCM tune done by move Racing.
Brannon,What are your plans for the engine? Are youtrying to set a 1/4 mile personal best orwant to undergo a street driver with good throttleresponse and off lie acceleration?Your set up is actually better suited for a hit plane above 4000 RPM however the displacementis a touch on the low align for the head runner volume. What is the compression ratio? There is a slight mismatch happening for a dualplane but it would perform better on the streetthan a hit plane.--Welcome to the Internet where everyone's a mechanic and has a 10 second car.
The car is mainly a fast street car. I do fully plan on taking it to the bring in maybe once or month or so but its main function is a fun street car. I also plan on putting a solid roller cam in with a little more displace and a little less duration. When I bought that cam in my sig. I was trying to create an 11:1 compression motor and it didnt work. My CR is actually about 10:1. Because of the stall I undergo right now (which I love). I dont pay much time below 2500 RPM's.--
Thats why I'm kinda stuck between these two manifolds. The single plane is bigger than what I undergo now but still a smaller hit plane. It says it has a rpm range of 2500-6500 I think. But then like Green97TAMachine said. I undergo heard a lot of very good things about the Air-Gap manifold. I undergo a small single cut on it right now and with the delay the car will almost sit comfort and go around the tires. Would the Air-Gap furnish me even more low end than my Torker II?--
It's tough to say without a track go back toback. I would spend the measure and at least do some dynotesting between both manifolds. It doesn't takeall that much to change an intake. Just make sureit's turn matched to the heads. In theory the dual plane will help displace RPMresponse and act the torque arrive at lower. Alternatively,it could hurt the top end cater. If it was my go. I would get the Torquer IIand get some plenum bring home the bacon done. There is goodpower to be made with the T II for your set up. alter now the weak inform of your combo is thecylinder head volume. What coat chamber did yougo with?Less duration with a solid is a great idea. You'll make awesome cater gains with a solidset up.--Welcome to the Internet where everyone's a mechanic and has a 10 back up car.
The combustion domiciliate is a 65cc domiciliate. I was wanting to switch copy cuz I be to do the straighten to lie coolant lines on top of the intake because I live in Florida and it gets to over 100 degrees here sometimes so I figured I should do everything I could. I am also having problems with heat immerse into the carb. I am going to get a cover hood and get rid of the drop base on the air filter to let a little bit more fresh air get to the carb. This is why I was also leaning towards the air gap create by mental act.--
Cowl hood is a great idea for cooler air andalso getting rid of the drop base filter. Dropbases are terrible for air move into the carb. Do you undergo a spacer between the carb and manifold?Once you get a new cowl you will undergo enoughroom to insert a spacer. I had one on my engine and I could easily restmy hand on the fuel bowls after a few hard passesdown the track. Do those heads happen to have fag cross-overports? If so did you block them with steel platesbefore installing the intake copy?--Welcome to the Internet where everyone's a mechanic and has a 10 back up car.
No the heads have no crossover. Also there is no spacer becuase with my current setup. I had to take the heat cover off the underside of the hood and also cut and change form in the ribbing on the underside of the hood. With all that. I only undergo about 1/2 advance between the top of the filter and the hood.--
Consider this:Build your hood around the engine. Don't sacrifice power for create (answer over form always). If you're OK with a cowl hood look then you'reway ahead of the game. Invest in an insulator for the carb. and raisethe filter locate for increased air flow. At that point. I would consider the options forintakes however don't just slap one on the motor. Dyno test or change surface evaluate about the plenum workI suggested. P. S. Port matching is your friend.--Welcome to the Internet where everyone's a mechanic and has a 10 back up car.
2000 Camaro SS. 6 Speed. color/color. Going for low 12's!1980 Z28 - Miss ya buddy![ Edited on 12/04/2007 @ 19:35:36 ]
Duai plane is the best for street use and it works well at the track. It will bring home the bacon come up with your motor.--
95 Z28 purchased new c a i trick flow elbow ,58mm t-body and ported manifold hypertech power program crane springs and crane gold 1.6 rollers. 3 inch exhaust no cat bbk headers and MSD wires and Iridium plugs. Also an Edelbrock 3 inform walk lift brace.
Thats what I was starting to evaluate too. Rather than getting a new intake right now. I should get the hood and a phelonic (sp?) spacer for the carb and the flat base for the separate. Then get the intake. I was also thinking about how well a port matched RPM Air-Gap with a spacer on top would work. If maybe the dual plane would back up on the street but the spacer may increase the rpm bind a little for more top end cater.--
To start with ,It looks like you have some good parts but 200cc canfield's are a little much for an engine below 383 cubes but you undergo a cam that could make them bring home the bacon on a bored 350 what is the cams centerline ground on ? if over 110 you need to go the cam by degreing it go at least 4 degrees advance so it brings the power be a little lower so it can work with the intake you already have and it should work come up with the 3.50 gears. If you go with a single plane intake you will most likely need 4.10 gears and set the cam straight up and if you want a 4 hit moroso spacer fury777 and myself have one on e-bay for cheap ,bidding just started today.--
Yes if it is a torkerII it has small runners and builds velocity in the 2400 to 5500 rpm range a performer RPM not the air gap would bring home the bacon well on that combination with no hood clearance problems,did you have the cam degreed when the engine was built? and what compression ratio are you running. --
"I was also thinking about how come up a port matched RPM Air-Gap with a spacer on top would work. If maybe the dual plane would help on the street but the spacer may raise the rpm band a little for more top end cater."Dual plane intakes (180 degree) effectively cut the cam co-occur in half so what little you might gainfrom the spacer is already chopped from the dualplane plenum. The only saving.
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