Intake for race only 383

[406shark]

Doing the final assembly work on a fresh 383 stroker.

Block is a 010 casting with 4 bolt mains. It was align bored/honed, cylinders bored/honed 30 over, block decked to give a zero deck. Scat rotating assembly. 6" I beam rods with cap screws, SRP forged dome pistons that with .041" gaskets will give 12.4-1 compression with a .041 quench. Running stock Brodix Track 1 cylinder heads with 2.08" intake valves. UDHarold designed solid roller cam, 271/278 @ 50 with .682/.682 lift, LSA of 106 installed at 102. Pro Systems 950 carb. 1 3/4" primary tube fender well headers. Turbo 400 with manual trans brake valve body. 4.30 gears running 28" tall slicks. It weighs in at 2920 with driver (me) full of fuel and ready to race. I don't have the converter yet as I'm waiting on the engine to be completed and dynoed to see where it makes its power. Probably looking at about 4500 - 5000 rpm stall speed against the brake and on the two step.

I plan on shifting in the 6800-7000 rpm range, and trapping at about 7200-7300 rpm depending on converter efficiency.

What intake manifold do you think would work best for my application?


Thanks,
Jeff

 

[grumpyvette]

your certainly well into the power range where the more exotic intakes will provide gains,if your budget allows the individual runner efi systems make exceptional power

best choice if moneys not tight

http://www.morrisonoz.com/ChevManifolds.html

http://www.kinsler.com/page--Manifolds--6.html

even the older constant flow systems make exceptional hp/tq, once tuned correctly, and single runner fuel injection systems can be tuned to do exactly what you want to do in the power curve

intake runner stack length changes, and to some extent cam timing can be used to tune the torque peaks
http://www.kinsler.com/page--Constant-Flow--14.html

the individual stack fuel injection systems are my first choice

but I don,t know what if any rule restrictions your facing, personally, if your restricted to carbs, ID jump on a tunnel ram dual quad set up, with two compatible demon carbs, in the 600-650 cfm range
you can get very good results in my experience with the edelbrock race tunnel ram intake and two quality carbs designed for t-ram applications

http://www.summitracing.com/parts/EDL-7070/?rtype=10

http://www.summitracing.com/parts/EDL-7073/

but if your limited to a single carb....
simple, easy to tune and effective and far less expensive, but it will cost you a few hp, compared to a properly tuned tunnel ram, now Ive made excellent power with that single plane and carb combo, but the tunnel ram,dual quads rock once they get correctly set up, but they also cost more, and take more skill to tune.
INTAKE


http://www.speedwaymotors.com/RHS-1...MIxaWg5tXZ1gIVA6ppCh09DgVzEAYYAiABEgINIfD_BwE


http://www.westcoastoffshore.ca/Fue...ke-Manifold-w-Fuel-Rails-12903-KIT-P5412.aspx

it states it comes with the fuel rails , it fits standard 23 degree heads and fits vortec heads ,
and at $514 thats not a bad deal,for a high fow single plane SBC intake

http://www.summitracing.com/parts/HLY-300-110/?rtype=10

CAM
http://www.cranecams.com/product/cart.p ... il&p=24570 (crane 118691)

http://www.flatlanderracing.com/scatsr- ... orged.html
http://www.scatcrankshafts.com/
scat rotating assembly 383 4-350-3750-6000

http://www.barrygrant.com/demon/default.aspx?page=18

a single carb in the 850cfm-900cfm range, if youve got the hood clearance adding a 2" open spacer to the combo helps at times

viewtopic.php?f=55&t=1038&p=4014&hilit=+spacer#p4014

 

[406shark]

Finances say... single carb.

I thought you would choose the Holley 300-110. I have a question.

On the Holley site it says to use a Fel-Pro 1205 gasket, but my heads are sized to a 1206 gasket. Is there enough meat in this intake to port match without having to worry about damage, or is it OK to just run it as is?


Thanks,
Jeff

 

[grumpyvette]

theres enough extra material to port match in the runner walls on the intakes Ive worked with but Ive found that it runs very well with a minor clean-up,that does not fully extend the port size as a slight lip tends to slow reversion pulses in the intake runners which actually helps power

read thru this

viewtopic.php?f=55&t=2773&p=7200&hilit=port+match#p7200

viewtopic.php?f=44&t=585&p=758&hilit=demon+tuning#p758

viewtopic.php?f=55&t=109&p=6685&hilit=+tuning#p6685

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the edelbrock 2925 is a good choice if youve got enough displacement, (383-plus ,compression(at least 10:1) and a cam with about 245 degrees @.050 lift duration
http://www.summitracing.com/parts/EDL-2925/?rtype=10

but Ive had very good results with the

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

this intake seriously out flows the vic jr, if its not going to be clearance issue, ID suggest that as a better choice

 

[grumpyvette]

Ive found the edelbrock,
vic jr to be one of the LEAST effective SBC single plane intake designs

and the Keith darton wieand , and edelbrock super vic , and rpm air gap intakes to be some of the better designs

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

http://www.summitracing.com/parts/HLY-300-110/?rtype=7

http://www.summitracing.com/parts/EDL-7501/

http://www.summitracing.com/parts/EDL-7501/?rtype=7

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