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intakes
#1
I will be getting my engine back from the machine shop after the first of the year The engine is a 351 4bolt main bored 30 over. Right now I have an Edelbrock Torker 351 intake.I was reading on one of the threads about an air gap intake. I guess my question is what is the difference between a dual plane and an air gap and will this increase my hp.Huh
Jim
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#2
the dual plane is suppose to give you more low end power and a better idle.
the air gap is suppose to give you a colder intake charge for more power overall but they usually change the optimal RPM range up on those. they claim more high end power in the upper range.

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#3
Is the air gap better for the strip. The Mach sees more strip time than street?
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#4
I got an Edelbrock RPM Performer...it is supposed to be a good mix of street and track, although I will probably never hit the track! LOL
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#5
(12-22-2010, 11:27 AM)coilwire Wrote: Is the air gap better for the strip. The Mach sees more strip time than street?
What is max RPM?
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#6
Max RPM will be at 6500. I will be running a Holly 4780 DP
I am trying to get into mid 12's with the car Hang my head in shame. I race with a friend of mine. He has a Olds Delta 88 4 door running 12.99 with it. I told him this is the year I clean his clock.LOLTongue
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#7
Jim,

When I was running Clevelands (25 years ago), I used the Torker (which was arguably the best intake available at that time) along with a Holley 4781 (850 DP). With the 4:57 gear, I had no problems running high 12S and low 11s on bias ply tires.

From my experience, the 4V heads loves RPMs. I was using a solid lifter camshaft that peaked at 7200RPM. For what you are doing (mostly track), I would think you would do better with the Torker if you are staying with the double pumper. If I recall correctly, the Torker is best at 3000-7500 RPM.

The Performer RPM and Air Gap are both dual plane intakes which are geared more toward relative low RPM torque (Street stuff) versus high RPM (drag race). I believe the power range is 1500 - 6500 RPM.

Your current combination (dependent upon the cam specs) seems good. Perhaps you just need to optimize what you have? What RPM are you turning when you cross the finish line? What are the specs on your camshaft (power range)? What gears to you have? Torque Converter specs? These are all things to be considered if you want optimum performance.

BT
Do the RIGHT thing.
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#8
(12-22-2010, 04:47 PM)coilwire Wrote: Max RPM will be at 6500. I will be running a Holly 4780 DP
I am trying to get into mid 12's with the car Hang my head in shame. I race with a friend of mine. He has a Olds Delta 88 4 door running 12.99 with it. I told him this is the year I clean his clock.LOLTongue
I agree with cobra3073. Stick with the torquer. The Cleveland works well if you prep it correctly and wind it up (6800-7200). FIND A RACING MACHINE SHOP EXPERIENCED IN BUILDING CLEVELANDS. Do the oiling mods and buy a large capacity oil pan. You will need to do your homework on tire size, gear ratios, crossing RPM. I'd suggest a solid flat tappet with a minimum .550 lift at the intake valve, .570 at the exhaust valve (.550/.570+.022 lash=.572/.592). About 10 degrees more exhaust duration than intake duration. Lobe separation angle of 110 installed at 106 Intake Centerline (degree the cam). I would suggest talking with Lunati, Cam Motion, Schneider, or perhaps Cam Research in Colorado (I've never used their cams so ???) You will need to spend the money on valve train components. Stock valves, pushrods (3/8 if the budget permits), and rockers are not up to what you want to do reliably ( I got lucky for a while until I wasn't). Is the rest of the drive train and suspension set up for drag racing? Is the Olds a 455+CID car?

Chuck
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#9
Running 351C 30 over 4 bolt main ;7/16 rocker studs w/ Harlan-Sharp rockers; 3/8 pushrods w/5/16 ball; 2500 breakaway stall in c-6 with racing clutches and reverse valve body; B&M pro shifter; spool w/456 gearing. Tires are BF Goodrich Drag Radial. I believe the size is P275/60-R15 29 tall. Right now I am stuck on cam choice and intake.
I was running a 351c 2v with Australian heads and a Holly intake. Fried motor. Blew freeze plug for second time. I have been going through the traps at 6250rpm.
My friends Olds has a 455 with W31 heads. I have not been able to beat him yet. Days coming tho.
The new heads are 4v .
Jim
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#10
(12-22-2010, 09:13 PM)c9zx Wrote:
(12-22-2010, 04:47 PM)coilwire Wrote: Max RPM will be at 6500. I will be running a Holly 4780 DP
I am trying to get into mid 12's with the car Hang my head in shame. I race with a friend of mine. He has a Olds Delta 88 4 door running 12.99 with it. I told him this is the year I clean his clock.LOLTongue
I agree with cobra3073. Stick with the torquer. The Cleveland works well if you prep it correctly and wind it up (6800-7200). FIND A RACING MACHINE SHOP EXPERIENCED IN BUILDING CLEVELANDS. Do the oiling mods and buy a large capacity oil pan. You will need to do your homework on tire size, gear ratios, crossing RPM. I'd suggest a solid flat tappet with a minimum .550 lift at the intake valve, .570 at the exhaust valve (.550/.570+.022 lash=.572/.592). About 10 degrees more exhaust duration than intake duration. Lobe separation angle of 110 installed at 106 Intake Centerline (degree the cam). I would suggest talking with Lunati, Cam Motion, Schneider, or perhaps Cam Research in Colorado (I've never used their cams so ???) You will need to spend the money on valve train components. Stock valves, pushrods (3/8 if the budget permits), and rockers are not up to what you want to do reliably ( I got lucky for a while until I wasn't). Is the rest of the drive train and suspension set up for drag racing? Is the Olds a 455+CID car?

Chuck
What he said !



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