Victor, Super Victor...or just stick with my LD 340 maniflold

[rumblefish360]

Why does one remove the plenum divider? I have seen this before and always questioned it, one manifold that I had years ago had a bid square notch cut out of it?

It was developed as a “Cheat” for the rules of “Must run a dual plane intake manifold” because what your doing is trying to create one within the confines of the casting so it will work with a cam known as “A BIG cam!” and “BIG *** Cam!”

 

[512Stroker]

It was developed as a “Cheat” for the rules of “Must run a dual plane intake manifold” because what your doing is trying to create one within the confines of the casting so it will work with a cam known as “A BIG cam!” and “BIG *** Cam!”

You mean a "full race" cam - wow. LOL
I knew that there was a logical reason for doing it. - Thanks

 

[Cudafever]

Why does one remove the plenum divider? I have seen this before and always questioned it, one manifold that I had years ago had a bid square notch cut out of it?

to fit my spread bore TQ on a square bore LD340

 

[Cudafever]

The reversion was a problem with a previous head/eng and it was BAD BAD BAD!
So it all way is in my thoughts.
this eng setup, it's not a problem.

 

[Cudafever]

Using the intake manifold to control reversion is a power killer.

You start controlling reversion with the valve job and port work.

You reduce reversion buy using the correct cam timing, and not using a lobe from the 1970’s. A quicker lobe will almost always make more power, but it comes with a price. Due diligence on break in, oil use, idle speed and idle time all become more important as the lobe gets quicker.

If you really think you are having reversion issues, there are spacers that can help with it, but none of the probably 20 I have tested look like what most people use.

If the anti-reversion spacer you are looking at will bolt to the manifold without modifications to the manifold, it won’t do anything for reversion.

It may make more power because the plenum needed more volume, but they don’t do anything to reduce reversion. This is similar to a spacer I tested in 2007. I can’t remember the exact manufacture of what the customer brought in, but it looked exactly like this. I forget how much more power it made, but we know it helped with reversion by the A/F numbers and the jet sizes we dropped. https://www.visnerengine.com/thrott...ers/4500-1-extended-7-degree-shear-plate.html

Here is one I may try next spring when I go to the dyno. It depends on how much more work I want to do and how much effort I want to put into testing. None of these are cheap. I’m not sure the damBest spacer is bolt on because I’ve never had one in my hands.
Carb Spacer, 4500 2.125" Sportsman Combo, dAMBEST Carburetor

When i has having all my problem with stumble i installed a Super Sucker 2" didn't help that much.

Reversion is multi level issue. The amount and how problematic it is will be different for ever engine combo. Overall, I’d say no. The pressure wave will travel just as easy up a straight line as a turning one.
IMO, that issue you were having, my own answer was a smaller carb and/or more stall, less car weight, ignition and/or cam timing, the list can be long. I can’t really answer it because I can’t put my hands on it as well as not so familiar with your build and lack of experience with having that issue myself.
I wish I could help there but I’m not able to.
Believe me! If I could I would!


A smaller runner intake manifold should be providing a stronger single and quicker velocity through the runner. I can not prove this and even if so, this may not pan out the way you think it would. There is also one other issue to this puzzle, plenum volume. All of these things are more often a small part in the overall Luther of how well an engine performs in the way you want it to or the way the engine will.

A good example (IMO) is the small block TrokerII-340. Short thin runners with a large box plenum. Often used in the street with to mild or a cam and gear. This intake is actually best used (again, IMO) with a cam larger than 250@050 and more stall than you would normally use it. A street car with drag parts.

The reversion issue I don’t pay attention to in a large way. It is a problem at low rpm, idle to ..... all under the power curve you are really paying attention to.

Again, IMO, if your car is idling to ratty for a decent idle and low speed driving, it’s the wrong cam and probably on a to low center line. (Narrow LSA)

Once your engine starts spinning some rpm, the reversion issue starts to disappear and rapidly.

Cross sectional area..... A port matched intake should perform the best. If the runner is smaller than the heads port, it is possible that it may under perform, but, only if the engine demand needs that max area. (Or said easier) A smaller runner may, reduce power unless the engine needs the larger runner. The reverse is possible, but rather unlikely.


Ahhhhhh, I see. My ‘73/4spd is lighter. It has a little help... missing parts and a fiberglass hood. Though the 6pack added some weight back...


ROFLMAO!!!

318 air and p/s car. No weight loss, added a heavy ***

duel snorkel hook that i added more weight by putting a alu sheet under the hood with with a hole in it. Cut out the scoops to make them functional.

.

 

[rumblefish360]

In the past I did my twin hood in a similar way. Seen it online by another fella long ago. It now sits waiting for just a few parts to complete. So yea... LOL, I get the weight thing. P/S, P/B.

You mean a "full race" cam - wow. LOL
I knew that there was a logical reason for doing it. - Thanks

Yes sir! As suggested by the books that state, cam lift over .600, which means only one thing and even more so back in the day when published.

 

[justinp61]

I'm not a fan of dual plane intakes on strokers in performance builds. If I were building one with low compression for a truck without much gear then yes.

For the op, I'd look for a Weiand X-Cellerator or something similar. At your weight and smallish cam IMHO a SV is too much intake. A Victor would be the biggest I would consider.

 

[360duster]

if the TF intake would be available now....that would be another candidate for sure.....

Michael

 

[12many]

Regarding the long awaited Trick Flow intake, considering all the currently available better rated single planes, as well as ones no longer produced, how much better do you think another new single plane is going to be than what’s come before? What are peoples expectations? Are you thinking it’ll be the Air Gap of the single planes or? I can’t see it being any better than what’s come before especially after all these years of use, intakes from as far back as the 70’s haven’t been bettered. I’m thinking it’ll be a contender offering similar performance, nothing ground breaking but with room for porting, accommodations for power adders etc. But ootb no better performance than what’s come before. You know it won’t be cheap that’s for certain.

 

[360duster]

i like the design of the TF intake. I said it before, it seems to be pretty similar to a strip dominator, but without the spreadbore carb flange. Of course, we do not know before any testing, at least i hope that it will be an improvement.

 

[rumblefish360]

That’s how I see the TF intake from the pictures I have seen. As far as other intakes that are better.... for racing purposes, the Edelbrock SV and then the Indy are better than the older offerings ever were. The older intakes, MP-M1, Holley Strip Dom, Edelbrock Victor, Offenhauser Port-O-Sonic, there all in the same ball park. Give or take an edge in one direction or another.

 

[Cudafever]

I'm not a fan of dual plane intakes on strokers in performance builds. If I were building one with low compression for a truck without much gear then yes.

For the op, I'd look for a Weiand X-Cellerator or something similar. At your weight and smallish cam IMHO a SV is too much intake. A Victor would be the biggest I would consider.

my stroker build started with the Weiand X-Cellerator and wasn't impressed. installed the LD340 and it seam to help a little on the 60 foot.(That's when i only had a 2800 stall in the car.)
Now with the 4200 stall, maybe i will give it another chance. Do some port matching this time and clean up any casting flaws in the manifold. Just give it a searious look over and give it a 2nt chance.

if the TF intake would be available now....that would be another candidate for sure.....

Michael

I'm a cheap skate! Would have to wait 10 years and find one on e-bay.

 

[rumblefish360]

I have found that not getting the better equipment for need or goal has lead to one thing, regret & a waste of time, money and effort.

Afford yourself the right and best parts to avoid regret or at least doing the job twice. It’s a time and money saver with better & quicker results.

 

[yellow rose]

if the TF intake would be available now....that would be another candidate for sure.....

Michael

LOL...yep. Been waiting for that thing for awhile. Maybe 2022. Maybe.

 

[512Stroker]

I have found that not getting the better equipment for need or goal has lead to one thing, regret & a waste of time, money and effort.

Afford yourself the right and best parts to avoid regret or at least doing the job twice. It’s a time and money saver with better & quicker results.

Well said!
Here Here

 

[Cudafever]

I have found that not getting the better equipment for need or goal has lead to one thing, regret & a waste of time, money and effort.

Afford yourself the right and best parts to avoid regret or at least doing the job twice. It’s a time and money saver with better & quicker results.

I agree 100%
That's why it took me 3 years to build a stroker motor capable of 7500 rpm (ohhh i just turned into 426 oh yeah) and then threw a cam and heads that work well enough to keep having fun........until i can afford a true top end for it.

Actual my one regret, was not doing the final mod to run a mechanical roller cam in it.(which is the only way i will be turning that kind of rpm...................

 

[rumblefish360]

The one other thing that is needed and sometimes hard to do is make a pan and stick to it.

 

[yellow rose]

The one other thing that is needed and sometimes hard to do is make a pan and stick to it.

Yep. I’m horrible at that. I damn near bolted the W2 heads on my X block the other night.

Then I got a phone call from a couple of friends and they talked me off that ledge!!!

So it’s back to the OE heads with a valve size increase, a compression increase and a ring update.

Hopefully no other bad ideas attack me before it goes back together!!

 

[Bobzilla]

Yep. I’m horrible at that. I damn near bolted the W2 heads on my X block the other night.

Then I got a phone call from a couple of friends and they talked me off that ledge!!!

So it’s back to the OE heads with a valve size increase, a compression increase and a ring update.

Hopefully no other bad ideas attack me before it goes back together!!

Why not run the W2 since you already have them?

 

[rumblefish360]

Why not run the W2 since you already have them?

He’s trying to stick to the plan...

 

[RustyRatRod]

If it was mine and the LD340 was modded like you say and bolted on, that would be my decision maker. I'm just lazy like that. How "much gain" do you really expect?

 

[BVoelzke]

We did a Dyno test years ago, and on my application, 540ish hp 340 the Victor was 12-15 hp better out of the box over the gasket matched Strip Dominator I had. just my results...

 

[Cudafever]

If it was mine and the LD340 was modded like you say and bolted on, that would be my decision maker. I'm just lazy like that. How "much gain" do you really expect?

800 HP AND 8500 RPM............Sorry been reading another thread all day long and my fingers just took off on me

Maybe a little bit more rpm.......maybe even better 60 foot?????????? i don't know, just think the intake is my weakest link right now.

Maybe i should just spend next year fine tuning my carb, now that my data logger is finally working correct.......(after 3 year of fighting with it.)

Maybe i should just put my smaller slicks back on and spend next year trying to make my Suspension work........

Maybe i should buy a new better cam now i have a hi stall converter...........Wait........wasn't somerone taking about Making a plan and sticking to it.

No the only aka porting that has been done to the LD340 is flange area was was opened up to a spread bore pattern and the center divider was cut and removed. Size and shape of runner have not been touch.
That's my though.......Do i do some port work on the LD? Or just jump back into a single plain manifold.

 

[yellow rose]

Why not run the W2 since you already have them?

Because I have an R1 block and a 3.79 crank for those heads. And probably a modified 1150 Dominator for it, because finding a W2 tunnel ram is a double beeeeeeeotch.

And I’m trying to stick to the plan.

 

[yellow rose]

800 HP AND 8500 RPM............Sorry been reading another thread all day long and my fingers just took off on me

Maybe a little bit more rpm.......maybe even better 60 foot?????????? i don't know, just think the intake is my weakest link right now.

Maybe i should just spend next year fine tuning my carb, now that my data logger is finally working correct.......(after 3 year of fighting with it.)

Maybe i should just put my smaller slicks back on and spend next year trying to make my Suspension work........

Maybe i should buy a new better cam now i have a hi stall converter...........Wait........wasn't somerone taking about Making a plan and sticking to it.

No the only aka porting that has been done to the LD340 is flange area was was opened up to a spread bore pattern and the center divider was cut and removed. Size and shape of runner have not been touch.
That's my though.......Do i do some port work on the LD? Or just jump back into a single plain manifold.

Did you buy a data logger or did you just get the O2 meter working??

If you did buck up for a data logger, what did you get???? did get a data logger that’s exciting!!!