Intake Choice for 400/512 Stroker

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68 HEMI GTS said:
Not tall at all, it would fit under a flat hood no issues. They’re better intakes than the Torquer. I’ve even ran a dominator on mine using a 2” adaptor and it flat screamed. I don’t have any data with it though, I could only get away with running the car on “no et” days because it has zero safety equipment. Absolutely great street manors on the big motor. Even with the dominator you could daily it if you wanted. I’ve ran a few other intakes on the car including an Indy single that’s M/W ported. The Indy was a little stronger midrange and top end but it’s a big intake. It still wouldn’t be what I consider a blow out difference. For a old school intake the TM6 holds its own.

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What are the cam specs on that engine?
 
Walker434 said:
What are the cam specs on that engine?
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I use 1.6 rockers on it
3D9286E8-E776-4205-9574-DC64EE8CAB56.jpeg
 
Hell yea! Getcha some lift and the heads working for ya!
 
According to the part number and the cam description it is a solid flat tappet.
 
Just remember a Performer RPM intake was computer designed and a lot of the suggestion are of older intakes that were not matched in the ports or plenum like the newer intakes are. If it were my engine at 4000 pounds there would only be one choice. Performer RPM and never look back.

Tom
 
I replaced my M1 with Eddy Victor 383. Very little change. (Was really more for cosmetic.)

Although I found the Victor to make carburetor a little more finicky. So a little more fine tuning. Which in turn appears to have slightly better performance. The Victor has a better "Line of sight" runners to the valves than M1. Which to me? Makes sense that it would then make tune more sensitive. Is the slight increase in performance due to better intake design? Or better carburetor tuning? That I'm unsure.

Just sharing observation of a moderately high performance 451 stroker build.
 
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Walker434 said:
Is this a Solid Roller cam? Solid flat tappet?
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solid FT, as IQ identified. Good cam. Never gets out of whack on the lash. And I drive the hell out of it. Dwayne Porter spec’d it for me. It a ford lifter grind so it’s not as wild as the Chrysler cams but it’s got better longevity. I’d highly recommend him for a cam grind if you want something better than off the shelf. This cam does everything I asked for.
 
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If the hood clearance is as good as a 68 B body.......an RPM will fit(with a 1/2” spacer too), and I suspect the single plane M1 will too.
 
I thought this might be worth sharing from the 383 mopar intake test done by HRM years back. These were on a 383 with 10:1, 263/267 @ .050 with .646/.648 lift, and CNC'd Edelbrock RPM heads.
Here's their flow chart:


Lift I E
Lift I E

0.100 74 64
0. 200 148 116
0. 300 211 155
0.400 255 188
0.500 293 208
0.600 308 225
0.700 317 236



And here is TFS's flow chart on the PP240 heads


.100 I 72 E 58
.200 154 13
.300 230 186
.400 282 222
.500 310 243
.600 326 253
.700 334 262

Edelbrock D4B
Peak torque: 447 lb-ft @ 4,800
Peak horsepower: 477 hp @ 6,300
Average 3,100-5,000: 426 lb-ft, 331 hp
Average 5,000-6,500: 420 lb-ft, 458 hp

Edelbrock Performer RPM
Peak torque: 470 lb-ft @ 5,000
Peak horsepower: 505 hp @ 6,500
Average 3,100-5,000: 440 lb-ft, 343 hp
Average 5,000-6,500: 444 lb-ft, 485 hp

Edelbrock Torker 383
Peak torque: 466 lb-ft @ 5,000
Peak horsepower: 495 hp @ 6,300
Average 3,100-5,000: 430 lb-ft, 335 hp
Average 5,000-6,500: 437 lb-ft, 477 hp

Edelbrock TM6
Peak torque: 464 lb-ft @ 5,100
Peak horsepower: 510 hp @ 6,300
Average 3,100-5,000: 422 lb-ft, 330 hp
Average 5,000-6,500: 445 lb-ft, 485 hp

Holley Street Dominator
Peak torque: 469 lb-ft @ 5,100
Peak horsepower: 509 hp @ 6,400
Average 3,100-5,000: 427 lb-ft, 333 hp
Average 5,000-6,500: 446 lb-ft, 486 hp

M1 single plane
Peak torque: 468 lb-ft @ 5,100
Peak horsepower: 512 hp @ 6,400
Average 3,100-5,000: 425 lb-ft, 332 hp
Average 5,000-6,500: 445 lb-ft, 486 hp

Edelbrock Victor 383
Peak torque: 462 lb-ft @ 5,100
Peak horsepower: 517 hp @ 6,500
Average 3,100-5,000: 421 lb-ft, 328 hp
Average 5,000-6,500: 445 lb-ft, 486 hp
Average 3,100-6,500: 431 lb-ft, 397 hp
 
Of course, this is going to be completely different for a 512. I would go for port and plenum volume. With 4.25 inches of crank, you're going to make torque. All these single planes will be much more low RPM oriented what with your engine being around 125 more cubic inches than HRM's dyno mule posted here.
 
What he posted is interesting but totally not applicable to this build and thread.
 
Use a single plane manifold. period, and a large runner at that. I'd bet it's going to need a converter with a 5000 rpm flash plenty lose for a 4000 lbs cruiser.
 
Garrett Ellison said:
I thought this might be worth sharing from the 383 mopar intake test done by HRM years back. These were on a 383 with 10:1, 263/267 @ .050 with .646/.648 lift, and CNC'd Edelbrock RPM heads.
Here's their flow chart:


Lift I E
Lift I E

0.100 74 64
0. 200 148 116
0. 300 211 155
0.400 255 188
0.500 293 208
0.600 308 225
0.700 317 236



And here is TFS's flow chart on the PP240 heads


.100 I 72 E 58
.200 154 13
.300 230 186
.400 282 222
.500 310 243
.600 326 253
.700 334 262

Edelbrock D4B
Peak torque: 447 lb-ft @ 4,800
Peak horsepower: 477 hp @ 6,300
Average 3,100-5,000: 426 lb-ft, 331 hp
Average 5,000-6,500: 420 lb-ft, 458 hp

Edelbrock Performer RPM
Peak torque: 470 lb-ft @ 5,000
Peak horsepower: 505 hp @ 6,500
Average 3,100-5,000: 440 lb-ft, 343 hp
Average 5,000-6,500: 444 lb-ft, 485 hp

Edelbrock Torker 383
Peak torque: 466 lb-ft @ 5,000
Peak horsepower: 495 hp @ 6,300
Average 3,100-5,000: 430 lb-ft, 335 hp
Average 5,000-6,500: 437 lb-ft, 477 hp

Edelbrock TM6
Peak torque: 464 lb-ft @ 5,100
Peak horsepower: 510 hp @ 6,300
Average 3,100-5,000: 422 lb-ft, 330 hp
Average 5,000-6,500: 445 lb-ft, 485 hp

Holley Street Dominator
Peak torque: 469 lb-ft @ 5,100
Peak horsepower: 509 hp @ 6,400
Average 3,100-5,000: 427 lb-ft, 333 hp
Average 5,000-6,500: 446 lb-ft, 486 hp

M1 single plane
Peak torque: 468 lb-ft @ 5,100
Peak horsepower: 512 hp @ 6,400
Average 3,100-5,000: 425 lb-ft, 332 hp
Average 5,000-6,500: 445 lb-ft, 486 hp

Edelbrock Victor 383
Peak torque: 462 lb-ft @ 5,100
Peak horsepower: 517 hp @ 6,500
Average 3,100-5,000: 421 lb-ft, 328 hp
Average 5,000-6,500: 445 lb-ft, 486 hp
Average 3,100-6,500: 431 lb-ft, 397 hp
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Be nice to see what the trickflow track heat would do with that set up
 
I’d really like to see what @AndyF has to offer here. He’s dyno tested several big inch builds with TFS heads very similar to this build with all sorts of different cam, intake, and header/manifold combinations. He could give us a much better apples to apples representation than comparing them to a 383 inch engine.
 
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I really think that cam is to big for the intended use of a 4000 pound car with 3.54 gears. It will breathe fine with the TFS heads. If you think it will be a fun driver with that cam it will not be. You would end up much happier with a cam with 20 degrees less duration. I still say the Performer RPM is a better choice. It's not a 2500 pound race car.

Tom
 
Yeah, with 3.54 gears I’d go with the Performer RPM.
 
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A single plane will need a really high converter stall. I think the term streetable will leave the building. It can be done though.
 
My application was a 440 based 496 in a HEAVY C body with 3.55 gears,I ran the street dominator and an old Edelbrock CH4B . Both had been port matched. It definitely had better throttle response with the ch4b (dual plane).
 
I spent days dyno testing intake manifolds on a 440/496 with a 249/255, .585/.585 solid roller cam and RPM heads that flowed 310 cfm @ .600". A mildly ported Edelbrock Performer RPM intake consistently made 30-40 lb-ft more in the lower rpm ranges than any single plane intake we tried. In addition, to 6,000rpm, the dual plane RPM never lost more than 5 HP to any of the single plane intakes. Above 6,000 rpm the Victor made 15-20 more horsepower if I added a 2" 4 into 1 spacer.

Intake manifold with a carburetor on the street? Of the ones I've tested......Edelbrock Performer RPM dual plane for me.
 
IQ52 said:
I spent days dyno testing intake manifolds on a 440/496 with a 249/255, .585/.585 solid roller cam and RPM heads that flowed 310 cfm @ .600". A mildly ported Edelbrock Performer RPM intake consistently made 30-40 lb-ft more in the lower rpm ranges than any single plane intake we tried. In addition, to 6,000rpm, the dual plane RPM never lost more than 5 HP to any of the single plane intakes. Above 6,000 rpm the Victor made 15-20 more horsepower if I added a 2" 4 into 1 spacer.

Intake manifold with a carburetor on the street? Of the ones I've tested......Edelbrock Performer RPM dual plane for me.
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30-40hp is huge! What carburetor were you testing with?

Do you think with a larger SFT cam (say, 260/264, .640") at that ci, the results would still favor the ported Edelbrock Performer RPM?
 
Garrett Ellison said:
I’d really like to see what @AndyF has to offer here. He’s dyno tested several big inch builds with TFS heads very similar to this build with all sorts of different cam, intake, and header/manifold combinations. He could give us a much better apples to apples representation than comparing them to a 383 inch engine.
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He recommended that trickflow to me with my trickflow 240s. but it won't see the street
 
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