Holley Strip Dominator vs. Edelbrock Victor 340

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MOPAROFFICIAL said:
Modify?Because that's hotrodding.
I did say look for used one... that's how I found mine. 200 or 250 I paid.
Best thing for most of you to do is swap intakes around and see what feels the best in range you drive.
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That’s the way I learned. Ehhh, what can I say? I started this crap before there was an internet! Learn by doing. Ever wonder what this intake does, how that cam is, get it and try it out.
rmchrgr said:
If you're asking me, no on the tunnel ram. I can barely tune one carburetor but two? And at the same time? Forget it. Plus, the car is EFI now. I don't think I'm quite in tunnel ram territory. I only have about 10.3:1 compression, 4.10 gear, 28" drag radial, 9 1/2" 4,000 rpm converter...
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Do you remember the old catalogs that would place a 2K to 10M plus rpm range on the T-rams? It’s because there actually usable down that low. It’s in the runner length and the T-ram plus is line of sight. Tuning can be hard on those and even more so if you don’t tune a lot.
MOPAROFFICIAL said:
I'll put it in layman's....if you have heads that flow 293cfm..
.... why in the fk do you want to bolt an intake that flows only 240cfm into them?

Whats the point? Why even bother with a single plane , just run an rpm or ld340
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Because he may not know what intake flows what never mind the variations between the exact same intake.
Greg’s smart but doesn’t have Rockerfella money and nothing but time to find every last detail. Thank GOD your here… almost…. Tell us of your personal flow bench tests with these intakes and enlighten us mere mortals of there standings and best modifications.
:lol:
Yea! Fuckin A I’m willing to learn. Post away!
 
Interesting ... My 408 has a 246/250 on a 108 and my heads flow 293 as well .
Peak power was at 6200 using a stock Victor W2. I thought it should have turned to 6800-7000 .
HP peaked at 493 but I realized after the dyno session I had 2 qts too much oil .
What was your hp ?
 
rumblefish360 said:
A spacer always helps on the SD & M1 single since there nearly identical. Epoxy was done by someone here. Perhaps it was @12many , I’m not sure.

Skipping the epoxy use, I’d just proceed in a normal way. The spreadbore top, IMO, will require extra clearancing because of how it is in the plenum area. Not so much the top. MPoffical just said the key words, “Line of sight.”
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My Lil SD was ported / G Matched. I " THOUGHT" I was having heat sink issues when I my Sat, so added a Phenolic spacer... when I sold that cat and pulled my drive train, I shelfed the spacer... big difference. Now here's the thing, according to Crap-ipeida, them 2 cars (66 Sat and 74 Duster) are almost the same #s...only other diff was the Newer headers and going electric Dist..... but Man, night and Day, Performance. Sorry for the rant/ ramble... the Strip Dom seems to work darn good, for what I have it on and in, and that is less motor than op
 
MOPAROFFICIAL said:
I'll put it in layman's....if you have heads that flow 293cfm..
.... why in the fk do you want to bolt an intake that flows only 240cfm into them?

Whats the point? Why even bother with a single plane , just run an rpm or ld340
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OK, so what do those dual planes flow?

I've seen plenty of guys in the mid 11s with an Air Gap but below that single plane is what I'd want. The Strip Dominator made 503 lb ft of torque and didn't fall below 437 between 3,900-6,000 rpm so I know it works OK. Could it be better? Probably. That's the question here - do I attempt to make the SD "better" with more porting (I'm obviously not an intake porting expert) or just spring for the Victor. Just seems like the Victor would have a slight advantage but that's just a hunch.

Maybe put it in these terms - if there needs to be money spent to get a better flowing intake, I would think the Victor would be the better choice to start.
 
mbaird said:
Interesting ... My 408 has a 246/250 on a 108 and my heads flow 293 as well .
Peak power was at 6200 using a stock Victor W2. I thought it should have turned to 6800-7000 .
HP peaked at 493 but I realized after the dyno session I had 2 qts too much oil .
What was your hp ?
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500
 
I wonder what a intake manifold porting service, like Wilson for an example, would charge?
 
The motor makes good torque but IMO the horsepower is on the low side for what the heads flow. I believe the combination of the shorter runner/smaller plenum intake and 1 5/8 step header may be why the numbers look like they do.

So now I have a larger primary tube header (1 7/8") which is around a 15% increase in primary tube volume. My feeble mind posits the theory that an increase in intake flow would only compliment the increase in volume on the exhaust side.

What happens when the intake charge goes through a smaller intake runner and into the chamber at fairly high velocity then gets pushed out to a 15% larger area? One would think it slows down because of the larger area. What I'm saying is that when you increase your overall volume on one side (either exhaust or intake) it would only make sense to do the same on the other side.

Garrett Ellison said:
What kind of EFI and ignition are you running?
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Sniper 4150, Sniper/Hyperspark ignition.

rumblefish360 said:
I wonder what a intake manifold porting service, like Wilson for an example, would charge?
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A lot! Hughes charges $220 for a "deep port match" which I've basically already done myself on the SD. Their next step up is $680 for their "competition porting" service.

Wilson is going to be WAY more expensive. I mean, they weld a plaque to your intake when they're done! In 2022 that kind of thing is not happening for under a grand.
 
Ironracer said:
I'm running a Strip Dom w/ a 484 MP cam, on a stock stroke and bore 340.. turns well over 6500 with NO fuss. Just floor it.. lol
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Had the same combo. It never ran out of air! That intake is listed to 7600 RPM on a small block.
 
rmchrgr said:
The motor makes good torque but IMO the horsepower is on the low side for what the heads flow. I believe the combination of the shorter runner/smaller plenum intake and 1 5/8 step header may be why the numbers look like they do.
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I tend to agree this “Could be” the result.

So now I have a larger primary tube header (1 7/8") which is around a 15% increase in primary tube volume. My feeble mind posits the theory that an increase in intake flow would only TAX the increase in volume on the exhaust side.
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Not compliment, tax, … Just my view…
BUT! IMO, the larger tube will be a help, not a hindrance!
What happens when the intake charge goes through a smaller intake runner and into the chamber at fairly high velocity then gets pushed out to a 15% larger area? One would think it slows down because of the larger area. What I'm saying is that when you increase your overall volume on one side (either exhaust or intake) it would only make sense to do the same on the other side.
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I totally get what your saying and agree this could be the case BUT not on your engine. Your making the power to be able to use the 1-7/8 pipe IMO and from what I have seen elsewhere.

A lot! Hughes charges $220 for a "deep port match" which I've basically already done myself on the SD. Their next step up is $680 for their "competition porting" service.

Wilson is going to be WAY more expensive. I mean, they weld a plaque to your intake when they're done! In 2022 that kind of thing is not happening for under a grand.
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Have you called Wilson????
I’d do Wilson before Hughes.
I’d go to ElSasser racing and talk the the “son” was f the father and son race shop. FWIW, Joe Modelo taught him personally how to port cylinder heads and etc….
 
Greg, also, since your on the street more, what your doing after the header is more of an issue than what the top end is doing.
 
rumblefish360 said:
Greg, also, since your on the street more, what your doing after the header is more of an issue than what the top end is doing.
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3 1/2" collector into 3" full exhaust, x pipe, Dynomax Ultraflows. The full TTi experience. Which BTW, the tail pipes from the mufflers back are heavy AF. Everything I read says turn downs suck but I might need to do it.

Why do you think that increasing the intake volume to some degree would not be a compliment to the increase in exhaust volume?
 
rmchrgr said:
Anyone have any Strip Dominator porting tips?

The spread bore opening makes me think it should be epoxied to a 4150 though I don't really want to get involved with that.

Perhaps a fancy spacer would be a something to try instead.
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Mine came that way, if it wasn't on the mill, I could Mike stuff and take detailed pics.... I'm Sorry...
 
Ironracer said:
Right On Brother!
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many moons ago...plus a big ol Holley 800 spread bore like this. (all that and the single pot M/C!)

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I would add an open carb spacer & keep the SD...for now. See how that works. I doubt that the Vic would add a lot [ if any ] hp & might be down in the mid range.
 
Pishta, that just looks so right it’s wrong! With the amount of dyno time Holley spent on their dominator manifolds, I suspect that the spread bore carburetors clean up some of the turbulence corrected by squaring up the carb mount with epoxy when using a square bore carburetor. But I bet that big 6213 type carburetor had a sound all its own there.
 
I ran a Victor on my 408, 10.8-1, 260/264 @ .050, .628/.633” flat solid, Edelbrocks that flowed 293 with a 2.02” valve, but had 2.05” intakes on this engine, 1 7/8” Hedmans. It ran 6.57 @ 104 at 3260# on pump 93. It liked being shifted at 64-6600, anything higher or lower it would slow down.

It required a lot of work just to get the Victor port matched, tons of core shift. I have no experience with the Holley so can’t comment on it.
 
As we speak i am getting a Victor 340 ported by a guy who knows what he is doing.
Will post pictures of it when i get it back, should be next week or 10 days or so.
Its replacing a port matched Weiand Excellerator i was running.
It was on a stroker with a 260@50 cam….problem is, i am also swapping from Eddie heads to Bloomer heads, so what the intake did by itself did wont be known.
Looking forward to seeing it.
It also isnt gonna fit perfectly at the top of the ports, even with the work done. The heads are “ too tall” height of port wise..need 2.41, intake wont go that big. Just gonna get the top as close as possible without welding
 
mbaird said:
Interesting ... My 408 has a 246/250 on a 108 and my heads flow 293 as well .
Peak power was at 6200 using a stock Victor W2. I thought it should have turned to 6800-7000 .
HP peaked at 493 but I realized after the dyno session I had 2 qts too much oil .
What was your hp ?
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For one more data point for the OP to consider...my 408 has a 264/268 solid flat tappet cam with heads that also flow 293, and I use a home ported Victor intake. Although I have never dynoed my engine, my ET/speed/weight say that my car is somewhere in the 580-600 hp range (depending on your calculator). Granted, I don't think that is all from the intake as my 408 is 13:1 on e85, but I'm pretty sure some of that number is attributable (how much I could not tell you). My 408 does pull very hard to 6800, which seems to be the sweet spot for this engine for best ET...and it does continue to pull hard WELL past my comfort zone.
 
justinp61 said:
I ran a Victor on my 408, 10.8-1, 260/264 @ .050, .628/.633” flat solid, Edelbrocks that flowed 293 with a 2.02” valve, but had 2.05” intakes on this engine, 1 7/8” Hedmans. It ran 6.57 @ 104 at 3260# on pump 93. It liked being shifted at 64-6600, anything higher or lower it would slow down.

It required a lot of work just to get the Victor port matched, tons of core shift. I have no experience with the Holley so can’t comment on it.
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Thanks for chiming in. I have 1/2 point less compression than that and about .035" less lift but those two factors alone can't account for that much difference. Or maybe it could? I don't know. I do think the intake was a bottle neck though how much is obviously the point here.

Did you weld or epoxy the ports to get them lined up? I'm probably not going to get that involved in it. For $457 it should be a dead-nuts match. But we all know how that goes.

There was a thread several years ago by MRL Performance where he flowed a bunch of small block intakes. It listed a 'gasket matched' M1 that flowed 288 cfm. If we're all in agreement that the M1 was basically a copy of the Strip Dominator then it seems reasonable to presume my intake is close to that figure and currently seems like a decent match for the heads. Maybe a little more whittling and a spacer really would do the trick.

What is the consensus regarding the spread bore flange though? When running a 4150 base throttle body on a spread bore opening does it hinder anything? Would merely bolting some sort of spacer on it eliminate any mismatch issues?
 
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