| Horsepower | |||||
| Superflow 901 Engine Dyno | |||||
| Tested at Westech Performance Group | |||||
| RPM | Test 1 | Test 2 | Test 3 | Test 4 | Test 5 |
| 3,000 | 234.8 | 232.2 | 226.9 | N/R | 221.8 |
| 3,200 | 251.6 | 248.1 | 241.8 | 241.5 | 240.6 |
| 3,400 | 276.8 | 279.2 | 272.3 | 268.0 | 266.2 |
| 3,600 | 302.5 | 311.5 | 301.4 | 297.8 | 297.3 |
| 3,800 | 319.2 | 339.3 | 327.0 | 325.7 | 323.6 |
| 4,000 | 341.7 | 357.7 | 342.4 | 342.6 | 342.9 |
| 4,200 | 360.7 | 374.1 | 356.3 | 357.4 | 361.0 |
| 4,400 | 371.1 | 387.1 | 376.5 | 377.2 | 380.6 |
| 4,600 | 384.5 | 404.1 | 393.4 | 398.1 | 400.5 |
| 4,800 | 400.7 | 419.4 | 407.8 | 418.3 | 416.1 |
| 5,000 | 413.1 | 433.5 | 420.5 | 434.8 | 432.3 |
| 5,200 | 423.3 | 445.3 | 429.2 | 448.2 | 443.5 |
| 5,400 | 433.8 | 453.1 | 443.2 | 458.7 | 453.1 |
| 5,600 | 441.1 | 460.6 | 453.7 | 468.0 | 460.5 |
| 5,800 | 448.2 | 464.5 | 461.9 | 470.3 | 467.8 |
| 6,000 | 451.2 | 472.9 | 462.5 | 473.3 | 472.2 |
| 6,200 | 449.2 | 475.4 | 462.7 | 475.7 | 473.8 |
| Torque | |||||
| Superflow 901 Engine Dyno | |||||
| Tested at Westech Performance Group | |||||
| RPM | Test 1 | Test 2 | Test 3 | Test 4 | Test 5 |
| 3,000 | 411.1 | 406.4 | 397.3 | N/R | 388.3 |
| 3,200 | 412.9 | 407.3 | 396.8 | 396.3 | 394.9 |
| 3,400 | 427.6 | 431.3 | 420.6 | 413.9 | 411.2 |
| 3,600 | 441.4 | 454.4 | 439.7 | 434.4 | 433.7 |
| 3,800 | 441.1 | 468.9 | 452.0 | 450.1 | 447.3 |
| 4,000 | 448.7 | 469.7 | 449.6 | 449.9 | 450.2 |
| 4,200 | 451.1 | 467.7 | 445.6 | 447.0 | 451.1 |
| 4,400 | 443.0 | 462.1 | 449.4 | 450.3 | 454.3 |
| 4,600 | 439.0 | 461.4 | 449.1 | 454.6 | 457.3 |
| 4,800 | 438.5 | 458.9 | 446.2 | 457.7 | 455.3 |
| 5,000 | 434.0 | 455.4 | 441.7 | 456.7 | 454.0 |
| 5,200 | 427.5 | 449.7 | 433.5 | 452.7 | 447.9 |
| 5,400 | 421.9 | 440.7 | 431.1 | 446.1 | 440.7 |
| 5,600 | 413.7 | 432.0 | 425.5 | 438.9 | 431.9 |
| 5,800 | 405.9 | 420.7 | 418.3 | 425.9 | 423.6 |
| 6,000 | 395.0 | 414.0 | 404.9 | 414.3 | 413.4 |
| 6,200 | 381.1 | 402.7 | 392.0 | 403.0 | 401.3 |
| Intake: | Edelbrock No. 2176 |
| Type: | Two-plane four-barrel |
| Rated rpm range: | Idle to 5,500 |
| Max hp: | 451.2 at 6,000 rpm |
| Max torque: | 452.0 at 4,100 rpm |
| Average hp 3,000-6,300 rpm: | 375.9 hp |
| Average torque: | 426.7 lb-ft |
it's not that bad if you have a welder and a mill.....or access to a laser cutter that can cut up to 7 gage steel
Yes, thank you for reminding me once again! A milling machine (and probably a lathe, too...) would have been a great asset in our case. The greater issue was the first time we were setting it up with the extra spacing from the set of Edelbrock heads on that particular engine. Once we swapped it back to a 360 with stock iron heads, we grabbed what we needed from another set of brackets from another engine and it took much less custom "torch and mig work" from the first setup in that one. So yes, I'm thinking of a whole 'nother plane of hell from on the first go around. It's quite a bit better if you're not having to adjust the alternator spacing, too, as it runs on the same belts as the A/C. For the O.P., does the truck have A/C?
It might be just as simple as choosing a different intake.
yeah, performer and a few others have the offset upper radiator hose location to use that later accessory drive. you can see the difference in the screenshot from summit. air gap is centered, performer offset to the drivers side (magnums are offset to the passenger side IIRC)...it's been 20 years since I did it, but if IIRC, on my 5th avenue, what I did to use the RPM air gap was I machined some chunks of 1/2 steel that I either bolted or welded onto the stock brackets. the machining was basically a half-lap done to keep the compressor located the same plane fore-aft on the engine for pulley alignment. I shifted the compressor over about an inch to inch and a half, up about a half inch, and rotated it like 15-20 degrees, and I believe on the rear of the compressor I had to cut one of the mounting tabs off, so it was held on with 3 bolts (2 front, 1 rear) instead of 3. for a little insurance, I ground down the ribs on the water pump a little, as the belts did ride fairly close to it from moving the compressor over (circled area on water pump screenshot) I also may have used an angled water neck like this, but I don't remember; I sold the car 13 years ago....Four Seasons 84805 Four Seasons Water Necks | Summit Racing
The problem with that is you cannot run a mechanical fuel pump with the magnum serpentine setup
if I remember correctly there's additional holes on the magnum heads that the bracketry for the serpentine drive to attach to. if you want that system, you might be better off putting the whole magnum motor in....or at least the heads. also, IIRC magnum motors have the radiator hose outlet offset to the passenger side, so you still couldn't use the RPM air gap without modification.
I completely agree, the performer is the right choice here, and below 3300 really is better than the rpm ag, but after that the rpm ag destroys it. It shows in the average numbers. But for a cruiser and the ease of bolt on accessories, the performer is where it’s at.
Yes, that is correct. The 2176 will allow for all the stock bracketry and hookups without changes, although they never give you enough plugs for all the open bungs on the intake
