According to my dyno testing, I would suspect that on the typical GS Street Build, you would not be able to feel the difference, and actual ET/MPH change would be minimal. On a 550HP BBB, the SPX gives back aprox 10 ftlbs at the torque peak, but adds 10 HP at the HP peak. I have dyno tested it 3 or 4 times. I tell my customers to chose between the two single plane intake choices based on appearance. I think the SPX is cool looking, and have a couple copies of it's predecessor, the KB Wildcat intake, on my own stuff. JW
Are we talking street eliminator stage two versus track eliminator?I know when modifying the SPX to adapt to track eliminator heads the power increase is a substantial gain versus the SP1. I spoke with Mike at T/a about this over a year ago and why we would not make the SPX as a direct bolt on for the track Eliminator heads.For the track eliminator heads the Spx is the best choice of intake hands-down.I can’t imagine it would be much of a modification at all to the pattern box to fit the track Eliminator heads without modifying it. Oh and get rid of the water plumbing fittings,Think about it how many intakes do you see it for other brands with that set up I can’t think of a one.
And you have an SP1 now? I like the looks of the SPX better. Not sure it would benefit you over the SP1.
From what JW said, maybe a little trap speed. I'd be interested in what it does for you. I thought the intake would run cooler even without circulating water through it, and that might be worth something.
I was hoping by now the SPX would be a reality for high port heads ..been 16 years and counting lol...maybe enough pre orders to TA maybe mike will make it happen ? Dunno ..much rather do that than all the adapter B.S.
Hopefully you're geared and convertered up to make use of that intake especially in an 1/8th. The runners on the SP1 were purposely made longer to make it better on the torque than a typical short runner single plane as evidenced by Jim's numbers. I'll be really interested in some good/reliable track data concerning the change over. I wish they would make a Performer RPM Air-Gap style dual plane or at least an Air-Gap SP1 intake for us street cars that aren't shifting above 6000 rpm usually.
Give Edelbrock a call, maybe they may be interested in making that? Or get the MOPAR intake to BBB engine adapters and get a big block MOPAR RPM Air Gap intake?
Years ago,before TA made the SPX,I got one from kenny Bell.A couple years later I has S-2 TE heads,TA intake,not touched,and the car was running a best of 9,12 ,but this day we were in the 9.15.We chanced over to the SPX,it ran exactly the same time as the TA intake.Also the same MPH,Go figure,Bruno.
Tom, My comments are in relation to SE head motors in that 550 HP power range. Street stuff... North of 700 HP, the SPX is a step in the right direction, but my experience has taught me that the various converted RB Mopar manifolds are the ticket here. Just tested a Super Victor/adapter plate combo (NO porting) vs a fully ported Sp-2 on a mild bracket Tomahawk. Direct A-B test, no other changes, manifold change done on the dyno. Fully ported Sp-2 (full ported, 15+ hours) TSP Adapted RB mopar intake (Edelbrock Super Victor 2891- NO PORTING) It's actually a few more pony's than is shows up here.. when we changed the intake on the dyno, the sealer on the front/rear did not have time to set up, and sucked in just a touch.. we went from 10" on the vaccum pump, to 4".. could be another 10 HP or so. Beyond 800 HP, we go to the big max wedge indy manifold... that one takes more work, because you have to shrink the runners a touch.. it's the manifold that Marcella carved up and rewelded for Kubish... I think Roberts runs the same one.. I have built several.. That one has the volume your looking for, in the 800-1000 HP range. JW
What kind of work does it take to put these RB mopar intakes to TE2 heads Do you think smaller cubes motors might see pick up over ported sp2
