Too much intake? RPM Air Gap on a stocker 360

-
clementine

clementine

Flight risk
FABO Gold Member
Joined
Jan 3, 2016
Messages
3,770
Reaction score
3,500
Location
Emerald city
Hello FABO,
Im helping a guy with his truck motor.

Its a rebuilt LA 360 with stock heads

8.5:1 compression

30 over

192/180@50 cam 441 lift (I think these are the numbers)

Is the 7576 RPM Air Gap I have laying around too big for this engine? I have a 1st gen sniper system that can go with it.
 
1500-6500 rpm operating range. Yep, probably too much for a stock 360 in a truck. S Weiand dual plane or an old LD340 or the like would work better. More action on the low rom side of the range.
 
An engine will only draw in what air it can under given conditions regardless of cfm of carb or intake
Those numbers are basically "potential" if the rest of the engine under that intake and carb can use it... Unless turbo or supercharged
 
It will make more across the board torque and power on that combination than any other intake you could put on it. The cylinder to cylinder balance and fuel distribution make these manifolds work very well in near stock applications.
 
clementine said:
Hello FABO,
Im helping a guy with his truck motor.

Its a rebuilt LA 360 with stock heads

8.5:1 compression

30 over

192/180@50 cam 441 lift (I think these are the numbers)

Is the 7576 RPM Air Gap I have laying around too big for this engine? I have a 1st gen sniper system that can go with it.
Click to expand...
I ran a chinese air gap on a stock 318 in a truck. Worked good.
 
It will give up a little torque down low compared to a regular non RPM Performer.

I've swapped a lot of intakes back and forth on many engines and a RPM will be a touch lazier than a plain boring Performer until you hit 3000 rpms.

I am sure it will run fine, but if he wants low RPM torque I would use a different aluminum intake, or an iron 1969 340 intake.

Tom
 
Last edited:
Intakes are fast, cheap, and easy to swap. Try it, and if he's thinking it could be better, swap to something else! :)
 
Something we should probably ask too is what transmission (and converter if automatic), axle ratio, and tire size. My experience here was with a 5.2 Magnum with a china gap, 650 Edelbrock, 318 exhaust manifolds, and 360LA hydraulic roller cam, which became a little larger by virtue of the Magnum 1.6 rockers. It was in a 3.21 gear 4X4 with 31X10.50s and an NP 435. Off idle torque was incredible, even when loaded. The only time low was necessary was for slow speed maneuvers, but was never needed for getting a load moving.
 

i would personally use a standard performer or another dual plane with a small(ish) carb in this instance, but with the EFI i don't think you'll see much difference down low.

you have the stuff so run it.
 
One advantage Air Gap would have over all the others mentioned is the air gap. That will help insulate the carb runners and the carb from engine heat and will help performance in actual driving conditions. Especially in hot weather.
 
65 Cuda 340 said:
One advantage Air Gap would have over all the others mentioned is the air gap. That will help insulate the carb runners and the carb from engine heat and will help performance in actual driving conditions. Especially in hot weather.
Click to expand...
I see Seattle area where the op lives. It shouldn't be a huge issue. In fact I have read that Air gap intakes do tend to be a bit cold blooded. They are like a mini tunnel ram. They can turn sone decent numbers on a dyno with a hot street engine but they are overkill on a basic stock truck motor.
 
clementine said:
Hello FABO,
Im helping a guy with his truck motor.

Its a rebuilt LA 360 with stock heads

8.5:1 compression

30 over

192/180@50 cam 441 lift (I think these are the numbers)

Is the 7576 RPM Air Gap I have laying around too big for this engine? I have a 1st gen sniper system that can go with it.
Click to expand...
It would work perfectly fine, in fact it would be a great choice.
 
clementine said:
Hello FABO,
Im helping a guy with his truck motor.

Its a rebuilt LA 360 with stock heads

8.5:1 compression

30 over

192/180@50 cam 441 lift (I think these are the numbers)

Is the 7576 RPM Air Gap I have laying around too big for this engine? I have a 1st gen sniper system that can go with it.
Click to expand...
Its perfect.
Stock stall convertor is what.. 1400 to 2200 rpm?
 
MOPAROFFICIAL said:
Its perfect.
Stock stall convertor is what.. 1400 to 2200 rpm?
Click to expand...
I will chime back in with the trans specs manana. It sounds all pretty stockish. We both agreed that we wish the compression was a bit higher.

I agree that since its what he has......run it. Easy enough to change an intake, but I was asking to see if it was gonna be a big problem.

Would it make sense to maybe be a bit more aggressive with the cam? Or is that going about it wrong.
 
clementine said:
Would it make sense to maybe be a bit more aggressive with the cam? Or is that going about it wrong.
Click to expand...
the specs on the cam are... interesting? that lift with such low duration is odd.

i'd bump it up for something a little more aggressive but keep it around upper 250, lower 260 duration and under 450 lift.

i love the old MP P4452757 for low compression 360's it sounds super boring but specs out .410/.425 248/256 110LSA and makes great torque.
 
JYH,
The adv duration numbers were not provided [ only the 050 numbers ] so the OPs proposed cam may well be close to the numbers you suggested.
 
There have been a lot of problems with tbi style injection (sniper, aces, fitech) on dual plane intakes. Some guys have had good results while other have horror stories. I’ll agree that the rpm air gap is a great choice for that engine. In fact I’ll say you won’t find a better dual plane.
 
You must log in or register to reply here.
-
Back
Top Bottom