Damn Kim ! Chill out ! Lol. I don't have the intake yet. If I get it, I'll definitely post up some pictures !Post a dam picture if u want honest help for christ’s sake. U have not trouble posting other pics. Kim
This is just like mine, only I have LD6B on it. What do I have?Here is a few pics of the factory original one that I have.
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This is just like mine, only I have LD6B on it. What do I have?
You have an early run of the aftermarket Made by Edelbrock. The MP one is the newer aftermarket early 2000's. They all perform the same.
The six pack is pretty versatile when it comes to camshaft selection with determining factors will still be gear ratio and weight of vehicle is it a four-speed or automatic and stall speed. Match your camshaft to those things plus the X heads and it will run beautifully. Get a camshaft with peak power at around 56 to 6800 and you'll be goldenThis was $700. Going to use on a stock stroke 360 with port matched X heads cleaned up with a bowl blend and guide work and FiTech. Still trying to figure out what cam to use.
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Does he want an easy driver? Something easy to operate with a clutch? The 110 LSA isn't to bad at all, dropping down 4*'s of duration will be more torquey where it counts for a driver. A wider LSA would be easier on the clutch operation. I've driven my 4spd '73 Cuda with a cam on a 108 LSA. Its a small learning curve. Being the cams idle vey differently between a 112 & a 108.The car is my Dad’s E-body cuda. I am giving him the TKO and driveshaft that is in my 408 E-body (I am going to a T56). His car has a 3.55 rear.
I’m thinking something like a 228 @.050 cam on a 110ish LSA. Dad doesn’t want a terribly roust car. He has a radical 440 to n it now so he’s going in the other direction..
This was $700. Going to use on a stock stroke 360 with port matched X heads cleaned up with a bowl blend and guide work and FiTech. Still trying to figure out what cam to use.
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Does he want an easy driver? Something easy to operate with a clutch? The 110 LSA isn't to bad at all, dropping down 4*'s of duration will be more torquey where it counts for a driver. A wider LSA would be easier on the clutch operation. I've driven my 4spd '73 Cuda with a cam on a 108 LSA. Its a small learning curve. Being the cams idle vey differently between a 112 & a 108.
I totally forgot about that set up. Nice.
Something in the 224 intake at 50 is a very good combo with a carbureted six pack but I'm pretty ignorant when it comes to fuel injection lol I had a 226 intake 232 exhaust on a 110 and that thing was a great combo with a set of 354 rear end gears and 26-in tire.The reasoning for the duration is based on my 408. It has a Procharger on it and it has a 228* @ .050” cam / 114 LSA and it drove great when not under boost with the TKO and hyd. clutch. It’s setup with about 7 lbs of boost. I know it’s a 4” arm in mine but I would like to see what it’ll do with a 3.58” stroke with a 110 LSA.
I have a 340 / 4 speed that I’m about to get running in a duster that has a Comp Cams 224/224 cam / 108LSA so we’ll see how that shakes out.
I like a wider lobe separation. Like you said @rumblefish360 they do come off the clutch nice for a driver.
Something in the 224 intake at 50 is a very good combo with a carbureted six pack but I'm pretty ignorant when it comes to fuel injection lol I had a 226 intake 232 exhaust on a 110 and that thing was a great combo with a set of 354 rear end gears and 26-in tire.
I'd have no problem grinding on an original intake.There is a benefit of having an aftermarket six pack manifold in my opinion and that would be you can port it or modify it without feeling like you're grinding or modifying a original 1970 T/A manifold