416 with Comp Cams XE275HL Hydraulic stick

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In my 416, I run the comp 274-S which is a solid cam near the 275 hydraulic.

274-S 236/242
Duration @ 0.050" int 236 / exh 242
Lift int 0.502" / exh 0.511"
LSA 110
Intake centreline 106

* Edelbrock heads -ported, pinched reduced (some ports have brass tubes) and matched to headers and intake.
* Icon dished forged piston
* 340 block 0.030"
* 9.7:1 static compression with 65cc measured chamber heads
* MP M1 single plane intake cleaned up inside and matched to heads
* BG Silver Claw "750cfm" double pumper that some have flowed to 900 cfm dry. Probably too big
* TTI 1-5/8"x 1 3/4” step headers
* Automatic
* close to stock 340 converter
* 8-3/4 sure-grip with 3.23 gears
* small diameter tires that makes gearing equivalent to 3.73 gears w/275/60/15 tire)

It's nice on the street. I think the carb might be too big. Got to watch the tune for low speed take off stumble (my converter is probably too tight too)
 
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The Stealth is a pretty well regarded intake. I have one waiting for a job, and I don't think it would be too far behind the RPM AG I'm currently using. I'm not convinced that it would be needed with the four speed you are running though. There should be plenty of torque available from the stroker to get going in the low-mid range with the Victor. I think I would start out with the Victor and then if it's lazy on the bottom end, the dual plane will shift the power band.
 

I run a Victor 340 intake on my stock stroke 360. Pulls very good. I also have the mopar 292 cam. I used to run the Edelbrock air gap and I think the Victor intake is does better! It's a street car too. 1974 dodge dart sport to be exact. 3.91's help I suppose.
 
Our thinking with my motor setup was the curved runners of the M1 intake might help the low speed performance and behavior a little. A theory.

Also, I’m on street tires that probably couldn’t handle the added torque of a dual plane. And it’s setup for the road course track where torque and 57/43% weight distribution don’t mix well… I proved that immediately :rolleyes::realcrazy:
 
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autoxcuda said:
Our thinking with my motor setup was the curved runners of the M1 intake might help the low speed performance and behavior a little. A theory.

Also, I’m on street tires that probably couldn’t handle the added torque of a dual plane. And it’s setup for the road course track where torque and 57/43% weight distribution don’t mix well… I proved that immediately :rolleyes::realcrazy:
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That's an interesting thought concerning the M1 runners. That was the alternative intake over the AG for my current 340 stock stroke build that should be going on the dyno as I type this. I've got more compression at 10.74:1, a little bigger SFT cam being 242/247 @.050, 109 LS, 105 CL, .360/.366 lobes giving .540/.549 lift. My desired use is like yours, street and road course. Should be interesting to see where the power is. I was advised by two cam grinders and my builder to go with the AG for a better lower end, and I am sure that for the mixed driving I'll be doing the DP is the better way to go. Unfortunately there are no plans/time/$$$ to test both intakes on the engine dyno so quantify the potential and differences, but I will have the option to do that testing on a chassis dyno once the car is back together. This reminds me I need to get the build thread posted.
 
gzig5 said:
That's an interesting thought concerning the M1 runners. That was the alternative intake over the AG for my current 340 stock stroke build that should be going on the dyno as I type this. I've got more compression at 10.74:1, a little bigger SFT cam being 242/247 @.050, 109 LS, 105 CL, .360/.366 lobes giving .540/.549 lift. My desired use is like yours, street and road course. Should be interesting to see where the power is. I was advised by two cam grinders and my builder to go with the AG for a better lower end, and I am sure that for the mixed driving I'll be doing the DP is the better way to go. Unfortunately there are no plans/time/$$$ to test both intakes on the engine dyno so quantify the potential and differences, but I will have the option to do that testing on a chassis dyno once the car is back together. This reminds me I need to get the build thread posted.
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Just guessing you won't be below 2500 rpm with right gears. Manual trans car?

I have a stroker so plenty of torque. And I got out to big willow spring which doesn't have many slower tight corners.
 
autoxcuda said:
Just guessing you won't be below 2500 rpm with right gears. Manual trans car?

I have a stroker so plenty of torque. And I got out to big willow spring which doesn't have many slower tight corners.
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And how much torque under 2500 rpm is really needed. Plus hp per lbs-ft of torque is less than 50% so for every 2 lbs-ft = less than 1 hp and by 1500 rpm = 28.5%, every 3 lbs-ft = less than 1 hp.
 
autoxcuda said:
Just guessing you won't be below 2500 rpm with right gears. Manual trans car?

I have a stroker so plenty of torque. And I got out to big willow spring which doesn't have many slower tight corners.
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I'm converting to manual trans so no real data to go off of as of now. Car currently has 3.55's which is as steep as I probably care to go with a standard A833. If I hit the lotto, it's getting 4.10/4.30's and a TKX swap.

Some of the courses around here are tighter than others. Blackhawk Farms near Beliot, Il will be tighter than the four mile course at Road America which is close to me, but not as tight as the auto-X I hope to do as well.
 
QuickDart360 said:
I run a Victor 340 intake on my stock stroke 360. Pulls very good. I also have the mopar 292 cam. I used to run the Edelbrock air gap and I think the Victor intake is does better! It's a street car too. 1974 dodge dart sport to be exact. 3.91's help I suppose.
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Tried to send you a PM but your inbox is full.
 
Some great replies to my concerns. For what it's worth I have an M1 single plane, Victor 340 and a Weiand Stealth to try on the 416. Interestingly, The M1 has the carb mounting flange welded up so it's square bore now, also the plenum floor has a raised 'turtle' section welded in plus extended dividers leading to the intake ports. This intake was modified 20+ years ago, just needs a little cleaning up with a die grinder.
 
superstock64polara said:
Some great replies to my concerns. For what it's worth I have an M1 single plane, Victor 340 and a Weiand Stealth to try on the 416
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Weiand Stealth should work real well as a street inlet manifold. If you use it, do a deep port match on it.
I did this on an Eddy Performer RPM, then equalised the port flow, the best I could. Worked out well. I wish the dual plane’s came with a baffle plate though.
 
I run a nitros cheater plate ontop of the Stealth intake.Also use m/t drag radials.
 
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