Referring back to Bob's post #18. I'm sure that the Edelbrock manifolds for the engines listed to make some extra power and save some weight, BUT there are a whole lot of guys out there in this world who have to be just like everyone else. Therefore, Edelbrock can afford to spend the bucks on R&R for an aluminum manifold for these engines. Does anyone seriously think that Edelbrock could sell more than 500 copies of an aluminum intake for a nailhead? I'd be more interested in one if it would accept a spread bore carb. Is Edelbrock, or anyone else for that matter, going to make more than one copy of the manifold for different carb bolt patterns? Then what about the guys with the 322's and the 364's? Are they going to produce a different manifold for each deck height? If I'm correct, starting with the 265 chevy sb in '55 and ending with the 400 sb, weren't all the deck heights the same? Easy to make a manifold for millions of engines with only one deck height. Much harder to make a few hundred manifolds for three different deck heights. Save your beer money - you'll lose the weight saved by the aluminum manifold and you can spend it on a good port and polish. Ed PS - If you want to keep up with technology, I'd suggest that you'd be better off starting with something technically advanced in the first place. :laugh:
i had a aluminum intake on my 440 mopar it was based on the stock one then when i put the edelbrock rpm performer on the car went 3 tens faster with no other mods. if they can improve on the stock intake they will have a winner.why not have a choice.its not cheap to have a stock intake ported then shipping both ways.
If they can't improve on the flow numbers.Then I don't think they would waste there time. Who wants an intake that does not flow any better than the stock one.
well, if they dont do anything but put my doc dual plane mod into it , that will make it flow better by a fair margine....:Smarty:
Doc, i wondering if the q-jet intake with you mod flows better than the square bore with your mod are the runners the same ?
:gp: :gp: Perfect answer!! My whole Buchev pickup is "because I want it." It makes absolutely no sense to have more money in a 29-year-old truck that still needs work, then I could get a new one for. But I do, and I will spend more, and I wouldn't change a thing. I gotta go now - I'm taking my front springs to be sandblasted. That doesn't make any sense either. They will work just as well rusty. They would look crappy with my new tubular control arms, though. The control arms don't make sense either. Neither will the Wilwood brakes that I am about to order...
:laugh: :laugh: John is on a roll..... Pard,,, I dont know for sure,, but just studying it the main restriction will the the carb and the air cleaner.... to really know you would have to do like I did originally, compare both side by side and change nothing else .... then you could find out....
Here's a link to Greg Gessler's site, he has tested this mod on both intakes.. There are also quite a bit more comments about it if you do a google search.. Would be good to get him to chime in here and talk about it.. He is a member on v8buick... http://www.gesslerheadporting.com/gesslerheadporting/ghp.nsf/822dcaaaa26c6da985256dd80023623d/8caf021194969a3185256dd80029d9d9!OpenDocument
I would. Even on a SBC which has a relatively small intake manifold, by yanking the stock cast-iron intake manifold and replacing it with an Edelbrock performer plus aluminum manifold; I saved 29 lbs. Well worth it to me.
Offenhauser still makes a 3 deuce intake and a dual quad intake for all the nailhead engines. While not a single 4 bbl setup, I bet one of the new 3 deuce fuel injection setups bolted to of an Offy manifold would run great and turn some heads. The only thing that would be crying is your wallet!
On the Q-Jet front, I intend to find out. Actually spoke to Doc about a week ago on this same topic. Got a few projects ahead of it, like the 3.23 limited slip, Ruggles Q Jet and Pancake Air cleaner mod ala Bill Faughnan/Doc. But rest assured I am not afraid to carve up spendy Q Jet intake and run the hell out of it with a G-Tech meter. God help me if it's actually slower! I dont know if I'm in good enough shape to kick myself for that long.
Ok I tried to save my beer money this summer but it was so hot I walked down to the store and got a wheel barrel full and went home. As I was drinking it I started to grind on the 1x4 intake. I ended up with a 268 cfm average. I already had done the Doc dual plane deal and after Nailheadnut told me get it ported I started to really look at the intake. For a factory intake it is a fairly good design. I think there is more cfm to be had.On my ported intake runner I have the 1x4 flowing the same as my eelco intake:beer
Bob, what flow numbers did you start with? Somebody posted the Q-jet intakes flow better than the AFB intakes, and they even have more volume. I should check the volume of mine someday. Did Marty ever get the alum intake cores from the foundry?
that is all fine and dandy but how is that going to help when fully ported the heads wont flow anywhere near that amount of air? just curious
Sorry, but I have to jump in here & add IMHO. As can be seen the "Average" that Bob has gotten is even BETTER than the porting done by Greg. Whatever can be done to improve the air flow into & out can be nothing more than good!!!! Making HP is all about passing air. Get it IN & get it OUT!!! Reasons cams are added, heads ported & intakes modified & bigger & more carbs. installed. It's all about passing AIR folks!!!! Any engine is only capable of flowing a certain amount of air. The reason for adding blowers, turbos, nitrous is all about adding AIR!!!! Anything that can be done to help the asthmatic "Nail" to breath AIR is a GO in my book. If it can get in it WILL go out. Now how well it goes out is another story. We KNOW that fully ported the heads can only flow enough for around 320 or so cubes. I know more cubes add power down low but at the expense of RPM's for making the HP in the ranges most of us can use. For many years it was thought that the EXHAUST was the restriction, but today we know better. Right BOB??? In a normally aspirated "Nail" the INTAKE is the RESTRICTION!!!! In a pressurized situation it NOW becomes the EXHAUST!!!! Most of our cars AREN'T pressurized. And, many of us don't want to run dual quads for various reasons other than the "EYE CANDY" effect. Except in an all out racing situation IMHO a 1x4 is better. So, if Edelbrock does, & hopefully will, come out with an ALUMINUM Intake that will flow an average around or above what Bob has gotten can only be a good thing. Added HP with a weight savings can't be bad. Start calling & bugging them NOW!!!! I have talked to them a lot about what seems to work & what doesn't IMHO. Now it's up to them to do the R&D & YOU ALL BUGGING them to see if things can be improved & a drean turned into a reality. Along with this comes better volumetric efficiency, which in turn can improve fuel economy. If you can keep your foot out of it!!! This is one of the things "My Rockers" do is to help ADD AIR!!! Volumetric efficiency!!!! In many cases more than ANY cam change will do. Read about what others results have been in a search of "Toms Roller Rockers". I don't CARE what you do to a "NaiL" it will almost ALWAYS fall flat on it's face at around 5800-5900RPM's. We HAVE PROVED that they can & will still make power till 7100RPM's +??? with a small addition. For most of us it will stop at around 5500-5600RPM's on the street. Top Fuel Dragsters make more HP in one cylinder than we can normally make from eight in our "Nails". It's ALL about AIR!!!! Just IMHO. Tom T.
a intake manifold has to flow 15 to 20 percent more than the heads not to hurt air flow. at 268 flow of the intake and 225 cfm flow of the heads at 500 lift is all the intake can handle.
