I have a 10.5:1 496 with 315cc Full CNC heads from AFR. I plan on running it to 6800 or so with a .670/.670 lift SR cam with 262/272 duration in an all motor setup. I am looking for peoples opinions on here about the BEST intake manifold to run. I will port match the intake upon receipt and do a little blending in the plenum area. I am looking for suggestions like 2907 vs 2927 vs Sniper jr, etc. I plan on using a pro systems SV1, but I am open to suggestions. No nitrous, and no race gas used here. Pump gas setup in a 3000lb Street strip machine. Thank you for your input, I can assure you that it is greatly appreciated.
Bbc intake manifold help
y2k496
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I have a 10.5:1 496 with 315cc Full CNC heads from AFR. I plan on running it to 6800 or so with a .670/.670 lift SR cam with 262/272 duration in an all motor setup. I am looking for peoples opinions on here about the BEST intake manifold to run. I will port match the intake upon receipt and do a little blending in the plenum area. I am looking for suggestions like 2907 vs 2927 vs Sniper jr, etc. I plan on using a pro systems SV1, but I am open to suggestions. No nitrous, and no race gas used here. Pump gas setup in a 3000lb Street strip machine. Thank you for your input, I can assure you that it is greatly appreciated.
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Yup, hard to beat the Air Gap if you are gonna be under 7000rpm.
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AirGap will not keep up with those heads, choking them IMHO. Victor Jr at least.
No.... I do think Wildman926 is right... Air gap won't feed the heads as well as the victor. You don't have to worry about low end IMO.....
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Absolutely the wrong intake as is the Air Gap
Even the 454R is big for this combo at 7000
The Vic Jr fully ported by someone that knows what they are doing would be what I would recommend
As an example I just made over 900 at 7200 on a pump gas 572 with a Victor 454R
Do you really think a 496 needs one?
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And you did not have heads that have the area or that flow what the 315's do
Big difference
Not to hijack but, pretty sure that afr say they recomend the 454-R or the vic jr? I know they sell the 454-R but I know when i bought my heads and I talked to them they either said the victor jr. My question to mike is what happens if he was using a dominator instead of a sv1? I know they list the sv1 for either dominator or 4150 so that is my question? I think the Victor jr would be better.
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641 Posts
theres a super strong tendency to select the intake that can potentially make you the most peak hp, but thats not always the correct choice!
yes its obvious with a solid roller cam like that the cars far from a daily driver designed to run to the local grocery or take long trips but
Id be more interested in finding out how much street driving vs actual strip time the engines likely to see before Id suggest eliminating the air gap rpm dual plane from consideration,I build mostly engines for the muscle car crowd,and a few strip engines, durability and instant responsiveness are the key in most of the builds, Id easily sacrifice 25 peak hp to add 50 ft lbs of torque at 3000rpm,on a car engine designed for street use, now theres zero doubt that a properly matched single plane can produce a bit more peak hp, but I build 489-496 engines fairly frequently for guys that drive the car once or twice a year at the strip and spend 98% of their time cruising or playing stop light to stop light , grand prix and you have to be realistic about what the cars actually going to be used for, peak hp is great, but if he REALLY spends 98% of his time on the street the RPM air gaps probably the better choice, if his cars used mostly doing burn-outs in the local burger joints parking lot and embarrassing ricers on the street.
huge duration cams and drooling over peak dyno numbers might be impressive but an engine built for peak hp is seldom fun to drive on the street as daily transportation and can be a P.I.T.A. in traffic on a 100 degree day
yes its obvious with a solid roller cam like that the cars far from a daily driver designed to run to the local grocery or take long trips but
Id be more interested in finding out how much street driving vs actual strip time the engines likely to see before Id suggest eliminating the air gap rpm dual plane from consideration,I build mostly engines for the muscle car crowd,and a few strip engines, durability and instant responsiveness are the key in most of the builds, Id easily sacrifice 25 peak hp to add 50 ft lbs of torque at 3000rpm,on a car engine designed for street use, now theres zero doubt that a properly matched single plane can produce a bit more peak hp, but I build 489-496 engines fairly frequently for guys that drive the car once or twice a year at the strip and spend 98% of their time cruising or playing stop light to stop light , grand prix and you have to be realistic about what the cars actually going to be used for, peak hp is great, but if he REALLY spends 98% of his time on the street the RPM air gaps probably the better choice, if his cars used mostly doing burn-outs in the local burger joints parking lot and embarrassing ricers on the street.
huge duration cams and drooling over peak dyno numbers might be impressive but an engine built for peak hp is seldom fun to drive on the street as daily transportation and can be a P.I.T.A. in traffic on a 100 degree day
I just emailed patrick james at pro systems to see if I could run the SV1 he specified for me, on a 4150 style intake. If it has the smaller butterfly- I would be able to use the 2902 intake manifold. The only reason why I was asking about the supervictor is that I have a 2927 supervictor that is coated and professionally portmatched to the AFR intake gasket. If I cant pawn it off on my uncle who has a 547ci BBC 14:1 @7500rpm who is currently using a smaller intake manifold, Im sure it will be for sale soon for cheap. What would you guys say a safe RPM limit for a forged 496 with L19 rod bolts and afr's 315 heads (with PAC springs 275 on the seat and 630 lbs/inch) with a solid roller and adequate (greater than .100) PV clearance?
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now obviously the components used has a huge effect on what you can get away with safely but ID limit it to 6400rpm-6500rpm if it was my engine, thats about 4500fpm and thats usually about the limit that a well built engine can tolerate on a long term basis , now if you really want to push things you can exceed that but stress is cumulative and big block rotating assembly's are heavy
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I think the Super Vr would be too large myself. I have been really happy with the port matched Victor JR. I am runnig 4340 Scat crank and rods, L19 bolts. I run to 7k on mine, but not the 1-2 where I shift 6400. I made max power 6800. I agree taking it up there may start to get a little sketchy, but no problems so far.
Another intake to consider if you can locate one is the discontinued Weiand 7622. Holley did a nice job on the design of this, then dropped it along with the rest of the Team G stuff. Swapping from a RecPort AirGap (which I still think is a great intake) to the 7622 did wonders for the driveability of the 540" street motor in my car.
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I think that is what I said
And Grumpy
You need to read the original question
Now
As far as the Air Gap adding anything close to 50lb/ft over a Vic Jr with the combo stated
All I can tell you is
No friggin way, been there tried it.
Might see it in Desktop Packman but you ain't gonna see it on a real dyno & you ain't gonna see it in real life
Now if you build an oval port 496, especially one with a 63-6500 or so RPM limit & a cam to match then I agree,
the Air Gap starts looking very good & both Mark Jones & Bob have shown this to be true
In case you maight have missed what I said,,
This is real world results
Joe
Is that the Weiand single plane? I don't keep up with part numbers, too confusing,,,
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