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post #1 of 10 (
permalink) Old 06-24-2009, 03:38 AM Thread Starter
kpswalin
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Join Date: Feb 2008
Location: Albuquerque, NM
Posts: 71
Compcams XE284H-10 + Matching intake
I don't mean to beat a dead horse, and I know this question has been asked a thousand times in different ways, so I will try to be very specific. I have a 351W .030 over so it will be a 357. I am planning 9.72:1 compression with AFR185cc street heads w/o EGR. The cam I purchased is the XE284H-10 which has the following specs:
RPM Range 2300-6500
Valve Timing .006
Lobe Center 110
Intake Center line 106
Duration 284I / 296E
Duration @ .050 240I / 246E
Valve Lift .541I / .544E
IVO/IVC 34/69
EVO/EVC 80/35
So the part I have been struggling with, is that I have heard some folks experience low RPM problems with the Vic Jr or Super Vic manifolds, and I am afraid of choking my cam with the RPM Air Gap. It has 70 degrees of overlap which seems like a lot to me. Now I know I may not see a lot of time @ 6500 RPM, and if you can't tell, I do not yet own my kit, nor have I driven one. I am trying to make rational decisions about part selection, based on what specifications I have like, vehicle weight, current parts, and desired HP range, etc. I would imagine, as light as these cars are that 428 FWTQ (w/18% loss that puts me @ 350 RWTQ) is plenty and that higher HP numbers are better, but again, I am not a total gear head. That is where the dual plane puts me, and the single plane raises HP a lot (+30) with out lowering torque too much (-10). (Based on compcam's camquest 6 program).
I am not building a race car, but I do not want to be disappointed! I will probably autocross and street drive the car to start with. Based on all the gear ratios I have planned, I am expecting highway cruise @ 65 to be about 2277 RPM.
Can someone with experience give me some rational
advice to help me decide which manifold might be good.
Can a difference between a 1500-6500 manifold to a 3000-7000 manifold really be that noticeable?
What other good options are there for the 351W intake manifold, besides the two mentioned above?
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post #2 of 10 (
permalink) Old 06-24-2009, 03:45 AM
2FAST4U
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Location: Newbury Park, CA
Posts: 29,107
You really don't want a Victor Jr. or Super Victor with that cam. You will have low rpm driveability issues. The long runners are designed for high velocity at high rpm's such as NASCAR engines. I believe the Torker II low rise single plane manifold (2500-6500 rpm) is more suitable with that cam
Bill D
FFR 3378 - 503 BB, $old and missed
RCR GT40 - 1051P clone, $old
FFR 7991 - becoming a 289 FIA with a Mr. Bruce body, 331, Webers, T-5, IRS, Vintage Wheels pin drive wheels, and Goodyear billboards
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post #3 of 10 (
permalink) Old 06-24-2009, 05:36 PM
canuck1
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Join Date: Dec 2004
Location: Victoria, BC CANADA
Posts: 5,599
Garage
I won't make a suggestion based on what I don't know, but I have a larger displacement engine and less cam.
My cam has only 230/236 duration, slightly more lift (110 LSA) and I do not make 11 inches of engine vacuum. This can effect your ability to use vacuum assisted power brakes among other issues.
Shoot your question to Gordon Levy in the "Ask the Expert" section. He'll give you sound advice and he's a Comp Cams dealer as well.
Sean
MK 3.5 (MK IV body retrofit to MK III chassis)(, 351W stroked & poked to 396 c.i., custom EFI, 4 into 4's, 3link, 3.73, 15" Halibrand replicas, full bumpers, 2 X roll bars, I² electronics, hydroboost, 5-lug, GT front, MK VIII/Cobra rear discs, painted by SRP (again!)
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post #4 of 10 (
permalink) Old 06-24-2009, 08:05 PM Thread Starter
kpswalin
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Join Date: Feb 2008
Location: Albuquerque, NM
Posts: 71
Thanks 2FAST4U, the Torker II seems like it might a really good compromise for my engine.
Thanks canuck1, I put a question to Gordon on the following thread:
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post #5 of 10 (
permalink) Old 06-25-2009, 02:42 AM Thread Starter
kpswalin
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Location: Albuquerque, NM
Posts: 71
Gordon states he would run the Vic Jr. Is anyone running this combination or similar, and NOT happy?
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post #6 of 10 (
permalink) Old 06-26-2009, 02:10 PM
richard nyberg
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Join Date: Sep 2008
Location: Calgary Alberta Canada
Posts: 598
Only my opinion. The torker 2 is a huge compromise. Those intakes were around in the 70s. Compared to what is out there it could rob you of huge HP. I wouldnt use one unless there were hood clearance issues that couldnt be fixed otherwise. They are popular only in that they are short in height. I raised the nose bubble on my coupe to avoid using one. If you already have the 185 AFR heads then plan your build to match them from aircleaner to headers. The 185s arent too aggressive and very streetable and an RPM air gap or similar would
work well. Think of it as a hose that is flowing H2O big hose to small and back isnt compatible. Big airflow equals HP but sacrifices drivability at lower RPM. If you have the heads and the cam doesnt work with it toss the cam. AFR might have recommendations on cam for the heads???? Your system should be matched across the board. Ask me because I have gone too big of cam...too big carb...all of the above. In the early days I put a 750 DP on my more or less stock 327 in a 69 Camaro... and spent a ton of effort trying to get it to work. Good luck, the possibilities are endless.
" Resistance is futile"
Coupe, 392 Ford racing Z head 392, FAST EZ EFI, Tremec, Levy 5 link and 8.8 with 3.73, P/B, P/S, A/C.
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post #7 of 10 (
permalink) Old 06-26-2009, 04:22 PM Thread Starter
kpswalin
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Join Date: Feb 2008
Location: Albuquerque, NM
Posts: 71
I will probably give the AFR guys a call to see what there thoughts are. I have not yet purchased the heads, and only have the cam and block at this point. I understand that there aren't any heads better than an AFR or TF though for SBF. If I do go with the Air Gap, what role does a spacer play in that manifold?
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post #8 of 10 (
permalink) Old 06-26-2009, 05:35 PM
edhunter
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Join Date: Feb 2005
Location: Transplanted LSU Alumni, VA
Posts: 1,978
My engine - 351 (+30), AFR 185's, RPM airgap, Mighty demon 650, cam is older compcams 280H w/ flat tappet lifter... works very well for a street car, has been on the road course a time or two... Wouldn't mind a bit more aggressive sounding cam, but the combo works well...
ed
MkIII, 351W with all the fixin\'s...
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post #9 of 10 (
permalink) Old 06-27-2009, 02:45 PM
Pman1961
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Join Date: May 2008
Location: Memphis, Tennessee
Posts: 93
I agree with Richard Nyberg comments. I've used a Torker II in the past and it was a poor performing manifold. I have a 351w 385hp Ford Crate Motor in my Cobra that came with a Victor Jr style intake and I've purchased an Air-Gap to replace it. The GT40 heads flow a lot less than the AFR's but I feel up to the 185's I would use the Air Gap. If you had a stroker motor with bigger heads then I would consider using single plane Victor Jr. For street driving your Cobra with an occasional Autocross stick with the dual plane intake. I would also tone your cam down. I love a hard hitting motor but typically when shifting gears in traffic your shifting at low rpm's say 2500. If the cam you select does not begin to perform until 2500 rpm the motor will feel like a dog. Build for torque my recommendation. Good luck!
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post #10 of 10 (
permalink) Old 07-16-2009, 11:16 PM
Jesse@Fortes
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Location: Framingham,MA
Posts: 69
I would use the victor jr and it will probably want a decent spacer, locking out the timing will
help alot of the lower speed issues you will have, but in a light cobra with some gear it probably wont be too big of a deal. maybe a pita for a daily driver. Torker II=junk btw
id use the performer rpm before that...
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