Choosing a new intake

Z

Zfan

Member
Well due to some issues with my Old Victor Jr. Intake It is time to look at purchasing a new single plain intake. Is there one out there that you would suggest over the others? Here is some info on my set up.

Datsun 240Z
385 sbc stroker
10.83 to 1 compression
Custom grind hyd. roller cam 248-253 dur. at .050 Lobe sep is 110
Heads are AFR 210 Eliminators
Victor Jr. 2975 intake
Proform 750 dble pumper

NOS big shot plate system 180 shot

Built 700r4
Edge 9.5" 3800 stall converter
3.70 rear gear


I have been told the Weiand Team G intakes are very good.
 
I have a friend who just called me. He has a Strip Dominator that has been gasket matched to a 1206 Fel pro which is which is what I use and it has some very nice port work done to it. He is asking 250 for it. What do you think of the Strip Dominator?
 
http://www.summitracing.com/parts/HLY-300-110/
single plane
http://www.summitracing.com/parts/EDL-7501/
dual plane
IVE had EXCELLENT results with these intake,s in fact enough better , results that, when I use a single plane intake on a sbc its almost always what I select any more, on a sbc , your choice between selecting a single plane or a dual plane depends on the intended power band an cam selected to match the intakes intended operating range.
as a general rule, on sbc engines in the 350-406 displacement range, and for street/strip engines, if you spend most of your time in the 1500rpm-6500rpm band, and have a cam with less than 245 duration at .050 lift, the dual plane designs preferred and usually superior, if your building strictly a race engine where your foots firmly on the floor most of the time and you see little time spinning the engine less than 4000rpm then the single plane intake and a cam with about 245 duration at .050 lift,or more is likely the best choice

keep in mind theres a huge difference between building a race engine and a street strip engine combo, when your building a race engine you concentrate on maximizing the hp/tq curve in the 4500rpm-6500rpm PLUS band with little or no concern for low rpm power or drive-ability characteristics, in easily 90% or more of the engines used for cruising or used on the street or at rpm levels where you spend the vast majority of your time below about 5000rpm the dual plane intakes tend to produce better average torque, and much better low speed characteristics and part throttle response.
example
one of my neighbors has a 1965 corvette with a mildly reworked 350,and a 4 speed muncie with 3.36:1 rear gears. he had purchased a new single plane intake because in a magazine article, he read, it showed the engine he has produced 12 more peak horse power,with that intake, what he found out was that those 12 PEAK hp cost him about 30 ft lbs of torque up until about 5000rpm, making the car noticeably sluggish at part throttle
keep in mind theres a HUGE difference between different intake designs and how they function, in relation to different displacements compression ratios and cam timing.
Duration_v_RPM-Range_wIntakeManifold01.jpg

viewtopic.php?f=55&t=58

HERES A FEW GOOD PICTURES OF SINGLE PLANE SBC INTAKES CHAD "Speier Racing Heads"POSTED

man1p.jpg

man2p.jpg

man3p.jpg

man4p.jpg

man5p.jpg

man6p.jpg

Sizes. Measure in middle of opening and lengths in middle of runner.

Holley 300-110
inner runner: 2.94 CSA, 4.625 long
outer runner: 3.36 CSA, 5.50 long

Edelbrock 2925
inner runner: 2.89 CSA, 5.58 long
outer runner: 2.85 CSA, 6.56 long

Edelbrock 2970
inner runner: 3.26 CSA, 5.525 long
outer runner: 3.29 CSA, 6.54 long

Edelbrock 2892
inner runner: 3.58 CSA, 5.42 long
outer runner: 3.66 CSA, 6.30 long

Hurricane (Bowtie)
inner runner: 3.34 CSA, 5.54 long
outer runner: 3.70 CSA, 6.42 long

Holley 300-25
inner runner: 3.34 CSA, 4.38 long
outer runner: 3.45 CSA, 5.025 long
 
Thanks for the tip but that intake is too tall. I guess I forgot to mention I only have probably 5.50" to play with. That intake is 6.10".
 
Has anyone had any luck with the Weiand Team G intake model number 7532? I could manage to get that to fit under my hood or just stay with a Victor Jr. Boy, do I ever regret not going with a 4" cowl hood, my 2" hood is really restricting me.
 
http://www.summitracing.com/parts/WND-7532/

wnd-7532_w.jpg


http://www.j-performance.com/index.php? ... view&id=27

IVE seen that used on several good running cars ,the wieand 300-110 is a really nice intake on a sbc race engine like a 383-406 with 10.5:1-11:1 cpr and a cam with at least 245 duration at .050 lift.and running a 3.73 rear gear -4.56:1 rear gear and a manual transmission
so its not a bad intake,
Ive got an earlier version of that wieand intake manifold I occasionally use as a sbc test intake, in my shop,and it pulls decent hp/tq numbers similar to the vic jr
but if theres room under the hood I prefer the other intake , the wieand 300-110 is a really nice intake

http://www.summitracing.com/parts/HLY-300-110/

but if your running a auto transmission or 3.07-3.73:1 rear gears on most street strip cars the edelbrock air gap rpm will produce a better power curve, especially if your cars used for daily transportation, and has a cam with under about 245 degrees or duration at .050 lift.
EDL-7501_SN.jpg


http://www.summitracing.com/parts/EDL-7501/
 
I would love to run the Dorton manifold but no room under the hood for it. If I was to choose the Super Victor it would just squeeze in I think but how would that effect drivability? Is there any difference between the JR. and Super? I have been told it will further kill my bottom end drivability.

My Datsun only weighs 2900 with me in it so being light helps tremendously as far as drivability is concerned. I have friends with Chevelle's, Mustang's, etc. who bitch and complain about there cars being slow/lathargic pigs when they just cruise around.

Also have you heard any negative stories about the Team G intake? I did a little searching around and found that they are or were made in China and that they flowed crappy numbers. Not sure how much validity there is to those rumors/stories. Basically the same stuff I have heard about the Professional Products Hurricane intake etc..
 
Theres several different versions and generations of team (G) intakes, I had good results with some of the older versions but some,(but not all) of the newer versions don,t seem as well made.

the super vic , and keith darton SBC intakes have always worked better than the vic jr in my opinion on cars designed for a good single plane intake, the bad rap usually results from the guys installing a single plane intake on engines that don,t need or can use the flow characteristics of a decent single plane intake.
keep in mind almost all single plane intakes, are designed to be used on an engine with the following MINIMUM REQUIREMENTS, to use the intakes flow rates and designed power band

a minimum of about 10.5:1 static cpr
a minimum of about a 245cfm port flow rate on the cylinder heads, at .500 lift
a minimum of about a 245 degree @.050 duration cam
a rear gear in the 3.73:1-5.13:1 ratio range
a manual transmission or auto with a 3000rpm minimum stall converter speed
a engine thats rarely run at under 3500rpm and usually sees 6500rpm PLUS, in its intended power band
(usually solid lifters help here)

in most cases if you fail to meet two or more of those minimums your usually better off with a quality dual plane intake, like the edelbrock RPM air gap or WIEAND AIR STRIKE
keep in mind its not just peak hp but increasing the average hp/torque with in your operational rpm band that matters

this may help
viewtopic.php?f=44&t=392&p=479#p479
 
The cam I am running now is a hyd. roller 248/255 dur. at 0.50 with .600 lift, still it is not a solid roller, heads are AFR Elininator 210's. I spin it up to 6,500 and have spun this combo to 7K before but it makes no more power so why bother. I used to run a smaller 236/242 hyd. roller cam and tried a Victor Jr. versus a Wieand Stealth dual plane and the Victor made 35 more HP and 20 Ft Lbs of torque less but went 4 tenths faster in the 1/4 mile. So I have been a single plain believer ever since.

I wish I still had the intake manifold comparison article that CHP did a number of yrs ago, very good article. What are your thoughts on adding port work to an intake? Worth the time and effort?
 
BTW theres a lot of guys out there who have purchased vortec heads, theres TWO common size vorted ports the far more common 170cc versions that were production heads and the over the counter only performance vortec heads with a listed 206cc port that MEASURE closer to 213cc, now these are obviously TOTALLY different heads

your rear gear ratio, and static compression, displacement,header design and the shift points (rpm)will need to be taken into consideration when selecting a cam, and the clearances and spring load rates will need to be known.
generally the smaller port vortec heads won,t flow efficiently even when mildly ported, and when clearanced for higher lifts and equipped with better springs at lifts over about 0.540 and durations over about 240@.050 lift, so even when theres been a good deal of work done to the stock small port castings they are restrictive.
the small port vortecs are designed to operate most efficiently in the 2500rpm-5500rpm power band,and by about 6500rpm on a 350 displacement or by about 6200rpm on a 383 displacement, the powers dropping rapidly at around those upper rpm limits so a dual plane intakes the best match like a edelbrock RPM AIR GAP, or WEIAND AIR STRIKE, BOTH WORK, BUT PERSONALLY I PREFER THE AIR STRIKE

the larger port vortecs are a far better choice from a performance application perspective, but theres no current vortec heads that can challenge the better aftermarket 23 degree performance heads
http://paceperformance.com/index.asp?Pa ... dID=104477

links with info youll want
http://www.summitracing.com/parts/WND-8 ... refilter=0

viewtopic.php?f=52&t=401&p=6078&hilit=cross+sectional+area#p6078

viewtopic.php?f=52&t=333&p=1870&hilit=+cross+sectional+area#p1870

viewtopic.php?f=69&t=1040&p=1943&hilit=206cc#p1943

viewtopic.php?f=52&t=796
 
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