69 N.O.X. RATT

After some prodding from everybody that knows more than me about motor building, I have decided to take the RPM Air Gap off the motor and go with a single plane. The question is which one. I am not worried about hood clearance, I am going to do what 542C2 did to his C-2 hood to an L-88 hood.

I was wondering if anyone has any dyno / strip experiance in this dilema.

The basic motor is

454 +.030
Ported oval heads 330 ish at .650
solid roller 255 and 262 at .050 .652 lift
looking for max power at approx 6300 rpms.

I am not looking for max HP, but good HP and a semi broad tq curve, basically decent street manners and kick butt top end. :chevy


[Modified by 69 N.O.X. RATT, 2:20 AM 12/16/2002]

chewy

Keep what you have.

danno85

:iagree:

With that much cam, you will loose streetability by switching to a single
plane manifold.

Glenn454

John, I had a Victor Jr on my motor for a while, but after testing it, it gave me no gain. You have a much larger cam than I do so you should benefit from a single plane. I think the Dart single plane is probably the best. Have it thermal coated. Good luck! I hope you hit 500RWH, sounds like you have the parts to do it.

632C2

Pure and simple, go with the Dart. You can't go wrong. If you have the hood clearance, which it sounds like you will, this is the one to have. You can debate back and forth as to which one to use, but I am telling you that this manifold flat works. I have seen as much as a 65hp increase with this intake.

Steve

69 N.O.X. RATT

Steve and Glenn,

From what I have seen and heard, the Dart is very high on my list. I need to check into just how high the thing is. I would like to keep the hood somewhat stock looking.

John


[Modified by 69 N.O.X. RATT, 2:19 AM 12/16/2002]

632C2

John,

How far are you from me. Bring the car up and we'll through it on the DynoJet and see where you are at. (I keep wondering when anyone that is not in easy driving distance from me will take me up on this offer.)

Steve

69 N.O.X. RATT

:lol:

If only you were on the web site a year ago. I live in California, but built (with the help of a friend) the car a year ago in Pasco. That would have only been a few hours away. I'm a little far away now.

There is a chassis dyno right around the corner from my house (Not far from JE) but they charge $125.00 an hour.

When the motor is back togther I will get it on the dyno and post the results

427Hotrod

Hood clearance no isssue? I'm with the others...Dart. They make an oval port version of it to fit your heads that is killer.

I've done lots of intake measuring lately, and once you get in this range, all the rest besides Dart are pretty similar in overall height...within 1/4" or so.

The RPM is a nice intake and it would be neat to see back to back tests, but I would bet on the Dart to be hands down winner overall. And I've never heard of any low end issues with it. They did a great job balancing airflow with runner volumes and plenum area.

You might be able to just buy a raised cowl hood if you like that look alright. it's a lot easier.


JIM

Corey_68

So which Dart rectangle port intake is this to fit under a L88 hood??

632C2

The manifold I am talking about is the Dart single plane. I don't think that they make anything else for a big block.

I don't know if this manifold will fit under a L-88 hood. John had said that he planned on doing to same thing to his L-88 hood that I did to my '67 shark hood - which is to raise it up in order to fit the manifold.

Steve

chewy

I have had too many 8 sec bracket cars that ran better with a dual plane. I can see absolutely no reason to put a huge single plane on a street car that is only going to see 6500 rpm or so.


[Modified by chewy, 2:46 PM 12/17/2002]

gkull

Buy the single plane with the smallest plenum volume and a rating right in line with your motor max rpm.

You also want runners that match your heads. I think that the Weiand 7523 is the part number you want

427Hotrod

Dual planes can run great, but with him using N2O and not really needing an overabundance of low end under 3000 rpm, the big single plane is a good choice. My buddy with the low 10 sec. pump gas 502 Camaro picked up over 4 mph with the addition of a Dart intake and some fresh air ducting to help seal carb box to hood better.

The Dart is just a good all around performer. You would be amazed at the throttle response and low end it can make on even a 454 sized motor.


I wasn't there to see it..but I've yet to see an 8 second qtr mile pass with a dual plane. Not saying it can't be done, but anything that runs that fast with doors on it is making 800-900-1000+ HP (Depending on weight)and THAT is hard to do! And if it's that light, as in a dragster, I doubt they need the bottom end either at the expense of top end charge.

JIM

69stingray

:iagree:

That is what I have for my large cam 350....it is still streetable, power kicks in around 3,000 RPM.

69 N.O.X. RATT

Jim,

I tried to reply to the IM but it was not working, thanks for the help. I would like to know just how much I have to butcher the hood.

I am pretty confident the Dart will be a good choice, I do not mind giving up a little low end (under 3000) but expect the new version will make a lot more power than the old starting at 3000 ish. I thnk a gain of 75 HP on the top end is pretty possible considering cam, intake, and porting.

As far as streetability, Keep in mind this is still oval port stuff, so it is not like I have 345 cc heads ports with a Super Victor on top. We are talking about 290 cc head intakes, smaller than factory rec. port chevy stuff. :chevy

gdh

Keep in mind that the original Torquer and TM-1 was a single plane intake. Myself and GrandsportC3 are running them on our strokers. He is in the 465 hp range and I am in the 490 range. The Torquer II was a dual plane that many felt fell far short.

chewy

The bracket cars were all dragsters. If a 1500 lb car with a 6000 convertor runs better with a dual plane I guarantee you a street car will. 427HOTROD the reason you friends car picked up the mph was because of the fresh air. We would stick an air clearner on the cars to slow them down to drop a class. It was a guaranteed 3 tenths slower without the fresh air.

69stingray

What is your impression of the Orig. Torker manifold? I have the Weiland single plane and don't care for it. Power below 3,000 is limited. I need hood clearence also. I have a large cam with '186 heads and stock exhaust manifolds (don't ask - very mis-matched).

gdh

I believe that they are very similar, mine is ported and matched and my Dart heads are race ported. The power doesn't really come on until the 3500 range, but I cannot hook the tires up on the track too well, and have to be careful going into 2nd and 3rd as well. I truly am a novice at the track but even with poor launches I managed a best of 12.46. If I could find my sheet I would post it for you.