Appreciate all your time and effort to show us all the difference between all these manifolds,so many to choose from,at the end of the day,most of us want the best one for the $$$, Some of us are very brand loyal,thanks again Eric
All you need to know is this: Edelbrock Performer Air Gap for power between 5-7,000 RPM, Victor Jnr for power from 6-8500rpm, with a cam profile and carb CFM choice to match.
Very good information it will be very interesting to see what happens when you work your magic on the heads and the intake manifolds. Then test with the manifolds you have available. Thank you for your work and for this video!!
thanks Eric your right this is the video I have been watching for, thanks for all your time and your dyno guy as will very good information from your channel
Eric’s videos are very technical and awesome but you shouldn’t put Richard Holdener down because his videos are different in content.These two guys are probably the greatest at Explaining and show us viewers a lot of test.I love both of their content,it depends on what you like.I like Ls motors more then SB Chevys.But I love both though.
Great test! The best I've seen with multiple intakes. I don't understand why you don't have more views and subs. You are the most detailed. One other popular top-end company somehow gets views, and they don't show or talk about half of what you do. I have always run a Brodix intake since my engine guy did a test between the Brodix Big Duke and the Dart Big Chief, and the Brodix was quite a bit better. I also always run a spacer, but this time I'm trying something a bit different. In between my Brodix intake and IRD blow-through carb, I am gonna try the billet Nitrous Outlet 4500 burst panel (spacer), just in case it backfires so I don't hurt things.
2nd part. First of all set the manifold on the on the block with the Heads that are going to be used, making sure the heads are scribbed and hopefully Ported like there suppose to be and NOT TO A GASKET!! A Really Good Head Porter ports the heads like they Should be and then the gasket to the head!! Mark the manifold to the head with the gasket going to be used on the head and with the head gasket also ..check cross section area on the Head and then on the manifold. U will see that more material will half to come off on one side of the manafold.. make sure to pay close attention to the taper and tilt of the Runner.
First, Thanks for sharing Eric. I'm a data nerd myself love seeing what things do and don't do, for example isn't it crazy that even with a lousy port match the manifold still produced excellent results. Especially being cheap casting to begin with. I
I agree with you running intakes out of the box with the sane carburetor. Fuel distribution is part of the reasons some intakes make more power than others & is good to keep the carb the same for comparison. Great video & lots of work.
I had a victor jr. Beat the super victor on 2 of my engines. A 383 and a 406. My 421 stroker was the only engine that the super did better, and not much.
I'm using that assault intake in my upcoming 400 block based asphalt modified engine build! I hope to port my own profiler clones and make some decent HP .. if anything I will LEARN
@@WeingartnerRacing High RPM (5000-8500) I believe ran on a lot of NHRA SS a few years back with the Edelbrock set back QJ spacer---Todays replacement is the Victor E
Something I always wondered wondered, how do these intakes react, how does the engine react to the plenum being divided, splitting the banks, I have seen intakes with provisions for a divider, it would be awesome if it could make low to mid TQ , of a dual plane, and top end HP of a single! I tend to think crazy mods to improve power over working with existing designs to improve power, I would totally love having a mill, and Tig welder to weld aluminum, I would get crazy with a set of heads and intake, it may loose so much power it couldn't free rev over 4k RPM, but it would be a fun process, the intake would definitely fit nothing else, I'd raise the cover rail about 2" along with the intake runners, and possibly do something similar on the exhaust side, go to longer, smaller valves stems, probably spend months on a flow bench , and years welding and machining, haha, find a well used set of heads, and play with them until they make power, maybe modify them to accept a Chrysler shaft mount rockers, if you gonna get crazy go insane with it! Get the stock rockers to work, the upgrade, it's a lot of work, but cheap if you can machine and weld your self, definitely not anything you would ever do and sell, the shaft mount adjustable rockers, should work better than pedestal mount Chevy style, no girdle required, not sure what the rocker ratios are, or if the rockers can be modified for a slight gain use mount location to get the geometry correct, a mill and welder with an imagination can skrew up any and everything! 😆, Or make EVERYTHING! 😜. End up with a set of heads that somewhat look like motorcycle heads port wise, Mickey Thompson built a set of Indy heads wit 3 valves, the intake ports nearly resembled the spark plug tubes on a hemi, only larger, it looked like a DOHC but wasn't, it was a pushrod engine, with very complex rocker system, the intake ports ran straight down on top of the valve, two designs, a two valve, and 3valve, I believe, with 8 intake runners, and 16 runners, using individual runners, I'm thinking something similar, only using a parabolic arch, to still use the intake manifold, possibly bend a piece of . 250" aluminum sheet in a 'C' or U shape, welding it to the top of the intake runners on the intake then weld a .325"+/- flange on the head matting surface, with an additional bolt holes on top of the runner, mill away the manifold surface of the head, weld it in, it also forming the cover rail it being near 50-60mm tall , basically making the under valve cover top of the port, say the intake flange area the floor of the new port, bend a .250" aluminum plate into the U shape, or use flat and bent pieces welded to form parts of the port roof and sides up to the valve spring pockets. Welding them up around the spring pockets, they should be raised about .500" along with longer valves stems, do something similar to the exhaust ports the valve covers can be fabbed from 2" strips of .500" aluminum, looking similar to a SB2 valve cover when finished,. Use a traditional SBC header flange, only spread the bolts out slightly, a production header can be used, just a little weld bead outside the flange area, where the new bolt holes will be, .500" on center, allowing the header tube to be welded over about .250" on the top and one side on the center pair, about 1.5* from the flange to the tube, the single end tubes welded about .125" thick on the sides, and .250" on the top, by 1.5" long so the pipes can be "ported" raising the port roof, above what the other mods may raise them raise the port machine the mating flange area, then raise the port flange possibly. 500" a total of . 650" -.850" similar to Bob Glidden did on the ford heads, on the late 60's early 70's on the Cleveland heads, I think it was Glidden?, The main thing is getting the production headers to fit with a few simple mods, and machine the intake so the ports and passages can be sealed with a spot of gasket adhesive and o-rings, and the china rail can be sealed using a bit of adhesive and silicone in the corners glue the o-rings in , and the cord, and seal the bolt holes with plumbers putty, pipe dope, maybe a o-ring around the bolt holes, and a cord sealing the whole intake from the world, mill all the receiving grooves, then the pushrods are going to be something else, possibly custom as everything else, plumb oil to the rocker shaft, through the rear of the head from the oil pressure port, using the same tuning oil pressure gauges use possibly, maybe something slight large, copper tubing. Drill and thread a hole in the head at the rear intake flange area, wit a tee fitting with tubing crossing to the other bank, either use a bulk head fitting, or use the head as a bulkhead that fittings screw into on both sides, or drill a passage to the rocker shaft mounting hole, basically using a banjo bolt, or hollow stud, or used tuning under the cover, using a banjo bolt threaded into the end of the shaft, to feed lube to all the rockers, and valves, the pushrods lubing their selves the shaft needs to be strong, the mount should be wit a few pedestals wit 2-3 bolt each possibly one in Center the two on each side grade 8, 1/4x20 bolts, and possibly 3/8" or 1/2" in the middle, the pedestal should look like ohc cam journals, holding in a over head can, with a bolt in the center the extra bolts and bulky pedestal because they may have a head bolt, or stud, holding them to the head, can easily get very complex, the time spent done on a flow bench, Attempting to get as much flow as possible with a 2.00"-2.020" valve then possibly move to a larger valves if un shrouding can be done, keeping the port size small as possible and flow as much as possible, then open the volume to get top end flow, not excessive velocity, the head should flow in the 300+cfm range at .550"-.650" get the flow at .800-.900" to flow well, with swirl and tumble, possibly add some shape to the short turn at the bowl area, to get some swirl, in the proper direction vto efficiently fill the cylinder, use wet flow and smoke to test , the flow and swirl and tumble, I know this is insane, sorry I ramble, maybe ppl should not RU-vid with insomnia!! 😐, Thanks for the great videos!! 👍
Hey Eric, Tim here, one thing i noticed, between the 3, is that the Edelbrocks runners dont straighten out a bit b4 entering the port, where the AFR, and Brodix do......i wonder if its a tad lower in tq/hp, cuz the charge is hittin the cyl head port wall.......just a thought....LOVE THE VID my brother, PEACE to you
Would be nice to have seen it with heads that suited the cam. Nobody would run those little heads with that cam. A set of 235’s or 245’s if AFR supplied the heads.
I will be porting them so they will get a lot better. However I may try different heads too. It would be hard to ask afr to give more after they have given more than anyone else. Especially since they didn’t beat everyone. Although they did really well. I’m impressed with these enforcer heads.
Great information. I do wonder if the intake numbers would change (perform better) on some of the Intakes with lower numbers on different stroke engines. Knowing any changes will change the numbers? Hard to explain what I'm asking.
A great follow up would be to port match all 3 and dyno again. The Brodix had the best port match and did the best. Wondering if after port match one of the others would be on top or tied with the best.
@@WeingartnerRacing How about making them all the same, taking the manifold that is closest to the un-port-matched heads and using that as your template. I think it'd be interesting to remove this variable from the results as you go forward.
Eric, what's your opinion about the Weiand Team G intakes? I have one on my engine and it seems to work really well. I was wondering what you think about them. Love the channel brother. Man that's alot of work Testing all those Intake manifolds and we do appreciate it.
Amazing video....move over Richard Holdener...lol. I wish you could do some tests with a more streetable carb but its all great. Cant wait until the dual plane video drops.
Cool! Yeah. The only problem is it is a small block Chevy. Don’t get me wrong very good stuff. But if you have other motors not good. All the guys with small block Chevy are going to love you. Good pointers to man.
Oh wow I can't wait for the other and it's interesting the 2 barrol vs 4 barrol switch the power on the bordix better on 4 barrol and 2 barrol super victor was better interesting
On the elder block In the corners on top I see that there's a lot of material Why not open that up or is the main flow on the bottom of the runner instead of the top, But I can see that the elder broadcast more material up there in the corners and the other 2 would this make a difference Thank you
Darn, I’d really like to see how a fully ported BM1000 would do against a fully ported Hurricane. With the heads ported. I know that’s likely way down the line.
Instead of having a flat floor, why not pitch a roof from front to back? Probably wouldn't help on the top end, but low and mid range you'd think would be pumped up. I understand that single planes are top end and that air and fuel get sucked into the port at supersonic speed, but......
I’m wondering the same thing. Would a 650 hp engine tax the intakes and magnify the current results or would different intakes shine? I guess as Eric ports the heads and intakes then does comparisons we’ll be left wondering….. Great video and awesome content. It may not be immediately but eventually this series of tests will become a highly watched video collection and will be a gold mine source of information for many people.
That’s what I’m waiting to see as I’d think these heads as cast would be more restrictive than any of these intakes. Awesome info he’s providing though.
So after watching this video I ordered the AFR spacer. What length studs do you run? AFR didn't recommend anything specific and I've seen 2 different lengths from ARP. 2.7 and 3.2
I used to think the hurricanes were some of the first Chinese junk sent over here. I guess I missed out because I was hard headed. My friend said a long time ago. Check out ls engines. I thought aaahh.now that I have. It takes a lot of small block to run with a stock ls with a small camshaft and springs.
@@WeingartnerRacing I don't understand. I've never been able to build a small block with stock heads and such that will make the power of a stock headed ls3
@@davidreed6070 nobody runs stock heads on a sbc. These enforcer heads are cheaper than stock ls3 heads with a spring kit. However I have seen stock sbc vortec heads make over 500hp with a flat tappet cam. Circle track does it regularly.
@@WeingartnerRacing I paid 450.00 for the whole engine I bought 2 and going to buy the third. I have researched the ly6 and l96 that come in 3500 box trucks those 6.0s have the 823 heads I'm gonna buy them before everyone figures it out.
@@davidreed6070 I'm in the same boat. We get rectangle port l96 6.0 cores for $500. Say $500 for rebuild parts, 500 for a msd 6014, 500 for a cheap summit cam/spring kit, 500 for a good single plane intake, say an extra 1000 for headers , bs, and a used carb rebuild. We're around 3500, call it $4000 for a combo that will do 425-450ish whp on a dynojet thru a manual trans, and go low 11's high 10's with a well set up car
What’s the point of all that power with no cage? Just gotta be the devils advocate here. As long as it’s just a Dyno Queen or a fairgrounds cruiser it’s fine
Because of the fuel flow meter. We had just switched from the 2barrel. So once the needle and seat opened on the back it will half to fill 6ft of hose. It makes it look rich.
maybe the dart shp block has the oil hole in the wrong place,on mine the facing the block,the threaded oil gallier plug never went in all the way and the cam gear hit it so i ground the plug for clearance
