THIS FORD IS STACKED! 

Ran stack injection (DC&O - Aussie setup, but similar to speedmaster for look) on my 347 Windsor (Ford Boss Block) with solid roller cam (250/260 ish duration and 620 thou lift) and Eedelbrock Victor Jr heads. Road/race motor in a GT40 replica, so that's why I had to run the stack injection - for the look to be close to correct and for the sound of it right behind your ears! It went well, about 440 RWHP on a dynojet rolling road. Never had any issues with throttle synchronisation, IR injection is a lot more forgiving than a quad weber setup in that regard. Oh, and forget MAP tuning stack injection. Use TPS as your ECU load source. Makes it easy to tune and it works well. Car was a pussy cat to drive around at idle and never missed a beat. Most of the time I ran no filters over 12000 km of road and track (hillclimb and circuit sprints) use. After 7 years, stripped engine for a look see and gave it bearings, rings (flex hone too) and new valve springs - it was happy inside, so no big deal about not running filters. You can fool around with different trumpet lengths and/or make up (laser/water jet cut) spacers to go under the trumpets too. I tried a couple of different lengths to achive what I wanted. Fooling around with Engine Analyzer Pro was a fun way to try some what if scenarios with stack lengths. Should you do it? Well, only if you have money to burn or need the look as I did. Does it make more power over a good inlet manifold? Probably not. Can you easily tune intake to suit your needs - absolutely. Does it look great? Of course. And it sounds amazing, though a cross over exhaust also helps there. Oh, and the throttle response is incredible, too sharp in fact - you need an elliptical (D shaped) throttle horn to make it driveable, or at least I did. Anyways great test. Oh, and my mate ran a similar setup on his 414 stroker Windsor GT40 and made more like 500 RHWP. There's a video of us doing a rolling 800 m (1/2 mile) race on my channel somewhere. GT40 head to head Racewars 2017 or something like that. He beat me of course! A good big engine beats a good little engine every time...

I've read your articles in all the mags for 30 years. Another guy I loved was David Vizard. Since finding this channel, I've let my Hot Rod and Car Craft subs expire.

Very cool test. I'd be interested in seeing this same experiment with short, medium, and long stacks to watch it shift around the peak power and torque locations.

I have Triple side drafts on a Datsun 6 so I’m all for polished air horns for every cylinder

Best motor performance channel ever!!!! A BIG thanks mate! From Australia ….

Richard please test the Holley sniper efi on some of your new videos. I installed it on my ford 302 and love it. I think a lot of guys are going to this.

Also , a video about different flywheel mass would be cool.

A historic road race nut here and I get to look at lots of these setups! CanAm's, Formula 5000's, production sports racers, on and on!

So much great stuff! The IR driveability issues make me wonder if one of the aftermarket ECUs could run a gaggle of IACs. Then you could just get the linkage synced up at fully closed... Just dreaming a bit there. Way back when we built a Hilborn-style mechanical injection for a SBC (327) with Quadra jet carb secondary throttle blades. It worked in a C dragster, never on the street. But we had a good adjustable linkage that got all working together. These days street cars go way faster but 8.99 wasn’t bad in ‘68. Love this channel!

Sprint cars run a box filter on top of the stacks, they work. Kinda tall

We used small oil sprayed k&n style cone filters on stack injection once, had to modify the air horns but it made good power

I always though the stacked injection was coolest way to setup a engine, but you put reality into my dream, I will stick with my naturally aspirated carburetor.

I never had any problems syncing the carbs on my 4 cyl bikes, using a motion pro mercury filled vacuum gauge. Do those stack injection setups have vacuum ports for hooking gauges up?

Tthank you for more Ford SB combos. Would be nice street toy.

I've worked quite a few vintage races - such as the Monterey Historics - and I just love the sight of a Can-Am or Formula 5000 car with velocity stacks poking out of the engine cover.

When synced and tuned properly, the stacks make a big cam MORE drivable on the street, that’s why motorcycles use individual throttles.

Love the t shirt 👌

Great. Always wanted to see this sort of comparison. But i've always wondered, why do you not start your dyno runs from idle? It would be nice to see the full curve rather than just mid to high. Especially handy when comparing cams. It would also be nice to see a video involving the addition of a plenum, I reckon that would help with the bottom end and with driveability. Only one way to find out...

Love the 408 with the stack injection. I'd like to see this manifold with Webers!

Richard, in regards to an airbox for stack injection type set ups, Australian V8Supercars have made an art form of enclosing and feeding clean, pressurised cold air to the intakes. Although usually, we are talking crossover style, not vertical. Then same approach could work with vertical stack injection I think.

The Speedmaster Intake and throttle bodies tested in the is Video appear to be the Gen 1 Speedmaster/Procomp ITB setup. The newer Gen 2 is easier to setup due to the change from 8 individual throttle bodies with separate shafts in the Gen 1 to the paired shaft throttle bodies in the Gen 2, meaning there's half as much adjusting to do and the adjustments are different type on the shafts. A few years ago when Speedmaster switched over to the new style, they had an Ebay fire sale on the old ITB setups and I bought one for the 289 and one for the 351W (Cheap!) I am installing the Throttle bodies on a 331 Stroker with a Blue thunder Cobra intake. Richard is right when he says these intakes need some massaging to port match modern heads. Took me two days with the die grinder to get the ports matched on the BT intake to match the Dart Pro1 as cast 190 heads. Anywho...Control will be with MS3-pro which has specific ITB modes and very good MAP filtering which works well with ITB setups. Thanks for the Cool Vids Richard! Keep em coming!

Great vid Richard!! What happens to an engine's output curve when the IR stack injection is enclosed in an intake filter box/plenum? Does the output curve act similar to an open plenum manifold?

The adjustment syncing is not as problematic as you might think, the small variations in AFR are negligible, similar to dual plane intakes with longer runners on outer cylinders main thing is timing to vacuum/ taps is spot on, this is what I have experienced anyway,

Back in the late 90s my then father in law taught me how to tune carbs on old air cooled 911s... PITA and totally cool but not worth my trouble.

I put a Jenvey stack inje tin on my 99 s10 with ls7. Teething issue is an understatement! The trick was to run a common log with lines coming off each intake runner. Then run MAP off that log with remote IAC valve. Great driveability now.

Awesome video!!! I’m a nutcase for stack injection. Growing up around sprint cars, they’ve always had a spot in my heart. I’ve got a 3.0 (3.5L) V6 Nissan being built for me right now that’s getting itb’s. It’ll be the first of its kind short of the GTP/GTU cars! Custom Plenum Creations will be doing the manifolds for it. I can’t wait for that sound under my right foot!!

Great video just wondering how much compression the engines has got

The only way to beat the look of a stack injection intake on a V8 is a high polish 8-71.

One thing about stack injection is you should have equal length headers for the engine also, it helps even out the intake pulses so the tuning is simpler, the modern gt350 mustang does a similar thing with it's intake and flat plane crank, they can't get the exhaust equal so it gives up a little hp but you have to admit a 8500+ rpm v8 is a hell of a deal.

I have used stack injection on SBF`s , made plenty of power but had to spend a lot of time on the rolling road mapping the ecu`s

I have installed a number of SBF's, 408 Windsors and LS engines. On the LS engines I build a manifold for each bank that connected to chamber to feed the MAP, Brakes, etc. Any of the Airflow Meters will make balancing the throttle blades pretty easy. It's like we used to do with the Webers except a few more holes.

Taller stacks would help recoup low end power

Richard.. you the man!

If I recall correctly, Finnegan installed a air filter on the stacks on Blashhemi at one point and actually gained a good bit of torque. Granted his is a MUCH different setup. Plus it was one big filter which covered all the stacks, and that kinda defeats the purpose of having a cool induction setup just to hide it under a big, boxy filter.

I’ve been brainstorming an engine for a custom ford raptor for some time now and my idea would be to use a Kaase block like the a460 and sr71 heads converted to electronic ignition and stack fuel injection. Problem is I don’t know how to go about making that happen or if it is even possible or the right choice lol but it sounds good lol

You talked about the common box setup on trophy trucks running stacks. I’d like to see and learn more about that if possible. Great stuff :)

I can’t remember if they ultimately hurt performance or not but PSDesigns had a design so you could run ITB’s and use ITG filters on them.

Yeah Richards t shirt game is on point.

Dang Gina....Stack dat Sych Up...all thru the sweep.

Purpose built, looks cool and produces power where a racer can use it.. I want, but a 4 barrel for the daily.

hey richard what link is the ford 351 speedmaster block test is at, thanks bud

Finagan (probably spelled that wrong) has a filter on Blasphemi that is supposed to be good. And it's tough to beat the sound of individual throttles too. The only thing I think sounds cooler is forced induction.

Thanks for this one... I think the single stack/individual throttle body's advantage is accounted for due the lower pumping losses. i.e., What are the mechanical restrictions as the potential redline for the OHV engines? If i were to put this engine or an LS in an extremely lightweight car, where bottom end torque is not necessary, but high revs are wonderful, how high can it be spun? Is 8000? 9000? possible? What are the limitations? Push rods? rocker arms? Do heavy springs & valves spell doom for the OHV engine? thanks again.

I Love stack injection!! I just wish I could justify the cost... Also, I'm driven a street car, so they aren't the best choice. But the sound they make!!! Only thing missing from this video is the sound!! Would be cool to see if changing the horn length made them more streetable.

Talking about air cleaners, what about the sprint car filters like 360ci or 410ci sprint cars have?

Love stack injection. Back in the late '80's my friend ran a set of Enderle mechanical stacks on his 331 SBC rear-engine dragster. The switch from gas carb. to methanol injected picked up 2 tenths and 15 MPH in the quarter (8.50 @ 165 MPH). At least one-tenth was due to fuel type. We had to install a high-speed bypass to get that MPH gain though as the car would fall flat on the top end without it. I know you have briefly mentioned mechanical injection versus electronic FI. Have you ever done dedicated testing of these two FI types specifically for comparison? I'm curious because there is an art to tuning mechanical which is far different than electronic in this sense (although I think mechanical is fairly simple). I do see mechanical setups for sale which always tempts me. Of course, it seems electronic is infinitely tune-able and the most popular in today's race world.

This is what I want on my 429

It looks really cool, and I bet you could make hell of a lot up with the right set up. Especially with some kind of ram forced type of air scoop. . It would make one hell of a way to make go for a drag car at the same time increase the life of the engine over something like say a turbo set up.

I believe i have used all the major manufacturers ITB/Stack EFI setups, and have tuned hundreds of Weber multi carb setups. the devil is in the details, base throttle blade synchronization is absolutely necessary on these types of systems and they will NEVER run correctly in not setup properly, on Weber carbs float level is the second most important thin in their setup. When they are dialed in (either Weber or ITB-EFI) nothing beats the throttle response. And Richard is absolutely correct on the whole Air filter dilemma, You can go with screens but they disturb the air, filters get the small stuff but rob performance. on my channel is a Borla ITB setup on a coyote aluminator SC video of a dyno run. in that trim it made over 500HP at 7300 rpm and was still climbing. bottom line, ITB's look great but have some headaches to contend with. and if you show at a car show with them everyone else is going for second place...

Great stuff!

Give me a dry intake EFI setup like an LSx or DOHC 5.0L to top that 408 Windsor. No carbonator for me.😁 HOWEVER, if I were pressed to choose from the 2 setups being tested I would take the carbed dual plane everytime. Stacks are cool looking but that's about it for me. I don't care about cool as much as I used to when I was younger. Nowadays I choose function over looks if it'll make life easier(low maintenance) and prove reliable(drive the car or truck to places w/o worries).

Can you modify Weber air cleaners to work, or are they to small????

I realise that you did this video some time ago, but I would really have liked to have seen you try some different length stacks to show the differences in the torque curves. Great content though, as usual

ITB air filter setup. Check out Carl Thompson's 850hp S15. That's the filter setup to do.

It's above my pay grade, lol. I'll just stick a couple centerfolds of stacks like that in my garage!

Staggered length stack FI on the aluminum block Chevy Moose (big displacement rat) motor in a McLaren M8F. The king of CanAm in 1970.

I love the way stacks look but I never understood how they can get any air in them during high speeds unless they had some sort of box over them. We ran Hillborn injection on our Vega for the first year and finally switched to a carb. Way more consistent and way way less hassles getting set up for a track. For racing, once you have a good carb, you can pull it off and use it in a different car with no changes even if the engine is a different cubic inch or make. If you have stacks sticking out of your hood and going 100 mph how is the air making the turn to go down inside the stack and even if it does how is the next stack in the row going to get any air? Then there is the different length stacks with a tall one creating a draft of low pressure for the short one behind it. Plus you have the bent stacks that are curved towards the valve covers with one facing slightly forward and the next one facing slightly back. One is getting air forced in at speed and the other is in a draft. I bet they all work great on a dyno. I think the Chaparrals in the day worked because the engine was behind the driver and they were located in a dead air, low pressure zone so the engine was able to pull the air down inside the stacks. On the front engine rail we started out with a velocity stack on top of the carb and then we found a gain of 10 miles per hour by installing and open element air filter on top of the velocity stack. After that we added different shaped air boxes on top of the carb with a velocity stack inside the box. This all took place back in the 70's.

id love to see someone do a video about hopping up a ford 400m

A comparison of a Ford Mod motor big bore 5.0 vs a stroker 5.0 would be awesome to see. FP Boss 94mm block with 2v heads vs something like and Eagle 5.0 stroker 2v

I think it looks very cool probably expensive though what would be the cost per horsepower gain and what did you do with the parts your test do you sell them or hold on to her thinking about the RPM intake for the 302

Richard, what is your opinion on intake manifolds for throttle body efi (Holley Sniper)? Dual-plane, single-plane, or just choose based on engine combination?

what is the detail for the Holley dominator setup to make the speed master run for the 302? this is a good option for a daytona coupe, as hood clearance sucks, but not 100% sure all the holley stuff required.

Do they have an accelerator pump discharge system ?

How about dynoing different tunnel ram manifolds on different engines?

you know what I'd like to see you test is a yard motor that all you do is pull the pistons, gap the rings, cerakote the piston top and combustion chamber and test it both N/A and boosted... check the difference, between cerakoted and not on a stock piston.

Hi Richard. I love the content of your videos and have picked up a lot of great information from them. My question is about ProComp/ Speedmaster products . How is the quality,fit and finish. Are the prices to good to be true. I’ve read a lot of reviews that are not good. I’ve had my eyes on the stack injection and the timing belts for SBF. I just don’t want to be cheap on parts that might grenade my engine. Thanks keep up the great content.

I'm surprised you didn't play with runner length, or even mention it. That could make a huge difference in the power curve.

I'd be keen on an old skool Vs new skool comparison of 4 barrel carb Vs 4 barrel efi and then 4 X downdraft carbs Vs the ITB's. I'm from the UK and on all the old ford 4 bangers the upgrade has always been to get away from single carbs feeding all of the cylinders and move to a barrel feeding each cylinder.

Curious why on the cam lifts the smaller 363 was a bonkers .7xx lift and the 408 was around .5xx. PTV clearance? Are the flow numbers of the 363 that good at 700 lift?

Richard, I would like to add a test of these engines with a Victor or Victor Jr. I suspect power would be similer or close to the IR, it seems obvious to me that the Air Gap manifold is a BIG restriction, especially on the 408.

Could you give me your opinion on the quality of the speedmaster stack intake set up for the 351w. Would be going on a 427 Windsor

Ive got a 68 corvette 327, .030 over, RPM, 1 inch spacer, Edelbrock quadrajet, CC 12-433 Roller cam, solid lifter. I think its at or over 500 at the crank. Do you have any info on how the contoller hooks up and is it easy to get it working like a Holley sniper system. I've been dreaming of the day I could put stacks on her but the setup is the snag...Great channel. Loved you on engine masters. I built my motor around all your suggestions and info. She spins up so fast my tach cant keep up and it puts a grin so wide on my face my ears get spit in them!!!

I think there are a few points to remember when using ITB/stacks. First, you need to fab a proper sheet metal or fiberglass/carbon fiber intake tract, a cowl induction, or ram air scoop/over-radiator seems like a logical choice for most applications. At that point, you can use a regular panel filter, so that takes care of that problem. Second, you need to use an alpha N tuning strategy, with properly set brake points for the TPS axis (closer together near closed throttle, then gradually farther apart as you get closer to wide-open throttle). Regarding cylinder to cylinder variations, obviously, you should try to get all the blades synched with each other the best you can, but remember that you can also compensate any variations with individual cylinders trim tables in any decent ECU, or even individual cylinder closed-loop lambda if you have the money for multiple sensors and controllers.

Hi Rich, lately I've bugged you to test weird stuff, from merged 4 hole spacers to 440 heads to GMC V6s, lol. Here's one that might have broader appeal; gapless rings vs gapped. Are gapless rings a race only thing? Do they only matter above 5000 rpm? Matt Hartford wants to know, lol.

Ever test stacks with zoomies? That would look really awesome in a rat rod (I'm sure that would be tough in a dyno cell, but maybe on the chassis dyno?)

Never wanted to deal with the multicarb systems for my toyota or dataun so we made an adapter for a holley 4 barrel for my Toyota and found an offenhauser 4 barrel for my 4 cylinder datsun. Now I just have to find a better tbi system than the 80s pro-jection that works on 110hp

Jon Kasse makes a set of heads for the SBF that made 750 hp with a hydraulic street cam and a 950 carb. Stacey David had kasse build him a 427 with the same heads and a jon kasse racing individual runner intake on it and it made.....625 hp. Maybe stacey's setup was less racy but......125 hp is a huge loss and I'm sure kasse is as good as anyone on earth at designing and building an intake like this. It seems to me that the individual runner setups only benefit is looking cool. I've never seen significant power gains over a good 4 barrel setup with an air gap intake. Also, drivability is clearly an issue because every article regarding ir setups mentions drivability issues. Looking good costs plenty too. The last ir setup I saw was over 2500 dollars. It seems like it was 3500.....

I have often wondered what a Chrysler Hemi would do with a stack system, be it Webers or something like this. Can you make it happen?

BBR Filters are very nice!

Hey Richard, Where do you get those shirts from?

The kits don't come with injectors or injector controllers ( ecm )....that just makes the little extra power so NOT worth the cost.....plus it would be very expensive to add boost to vs carb or single throttle body injection

I remember reading an article in the 80s the guys were going to try running 8 Honda 750 carbs on a 460 Ford. They never did write another article as far as I know. If anyone knows anything about this I would be interested in hearing if it worked out

If I have a 351M 400 can I just buy a 400 rotating assembly for it to make it a 400 with Cleveland heads or is there more?

I've heard there is fitment issues with these manifolds any truth to this

Test pro comp 210cc heads on a 347! Use your favorite comp ex274hr. I wanna see how much better than stock those heads are and how much better an AFR/trick flow head is

Can you please show us corvette guys how to make power and still pass California emissions? Can you do a cam and head swap and still pass?

Do you think its possible to have ITB setup with turbos or a centrifuge super charger?

I'd certainly use one but I dont think I'd ever drive it without some sort of filter. There's just too much sand, dust, bugs, etc around to take the chance.

Still partial to a good tunnel ram

Have you ever thrown the exact same cam/heads/intake at a sbf vs a sbc or big blocks?? If so, what video title am i looking for?

Richard is possible to email you about some questions on a camshaft i have for a 351w? I am building a stock bottom end motor and have multiple questions with no one to answer them too well. It would be greatly appreciated..

How much harder is it to sync than multi carb motorcycles?

It would be cool to see a test for street able 400ish inch small blocks. Let's see who makes the most power with good heads, hydraulic rollers and good street able parts like a single 4 barrel. Require the engines to pull a certain amount of vacuum for power brakes. 351 W vs 350 vs 360 based engines. Leave the Cleveland and LS1 out to keep things fair?

RICH SIR. Love to have one for my 4.3. Chevy. I think it would keep things even.

PLEASE do a vid with an Autolite inline!

How come you guys don't do a test with a set of coats rotary valve head on a 302 ford which they make a set of head for it

Richard, nobody under 40 has even heard of the CrossBoss intake! I've only seen em in a book, and that was 40 years ago! I guess Ford even prototyped a manifold for TWO Autolite inline 4 barrels, for SCCA Trans Am, but it wasn't approved. Pity! One of those carbs is worth $4000 now, I've read.

If I could afford one and wanted to cut a square out of my hood I'd be all in!!!!! 🔥🔥🔥🔥🔥🇺🇸

Cost far exceeds the reward , a ported single plain would make them numbers for a faction of cost.

I will choose the carb for street and the other for only track used