M1, Victor340, and RPM Air Gap flow testing

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rumblefish360 said:
Cam size/specs/duration @050?

Sorry, but please prove this to me.
You’ve also stated that the fellas writing this are being paid to make a favorable report on behalf of whom they’re supposedly being paid by to make there stuff look good and/or to simply use there product.
Please prove this.

Edited for spelling/grammar
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its an opinion,... and i ant "stated" any thing bout who writing what for who ether, but if i was gonna state something it be the dyno test was biased to the low rpm duel plan and never turned enuff rpm for the single plan intakes to get into there sweet spot! now dose this prove anything, no!! its just one lowly rednecks opinion. now redo the test, put a proper cam that matches each intake and let it run to peak hp and see how that turns out! the best engine gonna be built from parts that work with each other not mixed matched....DWB!
 
dirty white boy said:
its an opinion,... and i ant "stated" any thing bout who writing what for who ether,
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An opinion you state as fact over and over.
dirty white boy said:
but if i was gonna state something it be the dyno test was biased to the low rpm duel plan and never turned enuff rpm for the single plan intakes to get into there sweet spot! now dose this prove anything, no!! its just one lowly rednecks opinion. now redo the test, put a proper cam that matches each intake and let it run to peak hp and see how that turns out! the best engine gonna be built from parts that work with each other not mixed matched....DWB!
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100% agreed
 
rumblefish360 said:
An opinion you state as fact over and over.

100% agreed
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2 maybe 3 times ive posted no faith in magazine builds/test but never have i stated as facts, maybe confused me with some body else idk...hell im on here to learn from yall, not trying to teach a damn thing...DWB!
 
SS Lancer said:
If he would test one I will certainly get one in his hands !!
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This guy won’t be able to. Three intakes here right now and two sets of heads to port. One more Victor340 on standby that I don’t think I will be able to take on. Race season is fast approaching
 
pittsburghracer said:
This guy won’t be able to. Three intakes here right now and two sets of heads to port. One more Victor340 on standby that I don’t think I will be able to take on. Race season is fast approaching
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Yes sir - if the opportunity ever comes up just holler and I will mail u one be interesting to see how it performs.
 
There are a lot of factors to consider when choosing an intake beyond HP. Application is important as well. For a thought experiment, I used the Wallace Racing (Estimate Horsepower from Intake Airflow) program to estimate HP for each flow combination. The program lets you choose type of engine, Typ Street/Strip, Race, Super Stock, Pro Stock, and Mountain. I assigned a 0.450" and 0.500" cam the Stock Engine application. Typical Race was 0.550", SS was 0.600", PS was 0.650" and Mountain was 0.700".
ApplicationLift @ ValveHeadAbs HPM1 intakeM1 HPVic340Vic HPRPMAG HP
0.164626866
0.2125125131131
0.3187183192188
0.35214213218211
0.4238236237227
Typ Street/Strip0.45257487246466251476241457
Typ Street/Strip0.5284538255483259491250474
Typ Race0.55294604256526260535254522
SS0.6296675258588262597251572
PS0.65302713271640272642254599
Mountain0.7308769279696280699250624

Although the Race Manifolds would make more power overall in the 0.450 to 0.500" lift range, drivability and fuel consumption are more important considerations than absolute HP. These parameters need an Engine Dyno to sort out. But the rest of the applications from Typ Race to Mountain show what might be able to be accomplished with a given set of heads. Definitely matching the head air flow capability with the manifold capability is important to maximizing HP. Also not shown is the RPM range for these different applications. RPM range is also a consideration, but even with the Mountain Motor, the program calculates that the engine sould operate in the 4800 to 6400 RPM range. That is reasonable. But Cam Selection dictates a llot of the paramaters of the engine and application as well.
All this is very interesting, but you still have to build the engine which means all pieces must work togethr.
 
pittsburghracer said:
Now let’s add the RPM Air Gap to this and this because again I’ve never used this intake I’m taking it is different than the RPM Performer?





-Head—M1 intake—-Vic340–RPM
.100—64——————62—68–66
.200—125—————125–131–131
.300—187—————183–192–188
.350—214—————213–218–211
.400—238—————236–237–227
.450—257—————246–251–241
.500—284—————255–259–250
.550—294—————256–260–254
.600—296—————258–262–251
.650—302—————271–272–254
.700—308—————279–280–250


As you can see the RPM Air Gap totally trashed a good flowing head causing it to get noisy, turbulent, then backing up. A dual plane was never made to work on a head flowing 308 but it shows you the importance of not just grabbing an intake off a flea market table and throwing it on your engine combo. Both of these heads the Victor340 will be tested again after some porting but will be tested hopefully on a different head. Hopefully have this pair of heads finished this week and gone.
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That's some great info for anyone building a performance engine
 
pittsburghracer said:
Now let’s add the RPM Air Gap to this and this because again I’ve never used this intake I’m taking it is different than the RPM Performer?





-Head—M1 intake—-Vic340–RPM
.100—64——————62—68–66
.200—125—————125–131–131
.300—187—————183–192–188
.350—214—————213–218–211
.400—238—————236–237–227
.450—257—————246–251–241
.500—284—————255–259–250
.550—294—————256–260–254
.600—296—————258–262–251
.650—302—————271–272–254
.700—308—————279–280–250


As you can see the RPM Air Gap totally trashed a good flowing head causing it to get noisy, turbulent, then backing up. A dual plane was never made to work on a head flowing 308 but it shows you the importance of not just grabbing an intake off a flea market table and throwing it on your engine combo. Both of these heads the Victor340 will be tested again after some porting but will be tested hopefully on a different head. Hopefully have this pair of heads finished this week and gone.
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What’s nice about having this information is it not only helps fellas out but it also backs up a lot of what you people doing. The RPM plateaued at .550 and lost a tiny bit @ .600.

While you don’t need a giant lift cam to get the car running quick, it certainly helps on the big end for HP. Most cams that lift this high with the 1.5 rocker and pretty much in the race territory, though some are not, but there close.

Still, as seen before, a nice cam and a rpm set up right with the complementary Parts, can indeed get your car into the 11’s.
I don’t care what any body says, that’s a hot street car.

And now you don’t have to over pay and over build.
 
a-bodyguy said:
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the torker beat the strip dom 475@6300
made more torque then the airgap starting@4800
nice door stop
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As stated earlier, I found this article helpful but only when you realize it’s looking through a peep hole of performance. The M1 & Strip Dominator and up intakes are t being taxed for there proper rpm range and power ability potentials.

Knowing the M1 and the Strip Dom are really designed to run up to 7500 or better, 6300 is a bit shy of there ceiling.
 
On a good combo you will see how superior a single plane is at rpm's above 3500.
 
rumblefish360 said:
As stated earlier, I found this article helpful but only when you realize it’s looking through a peep hole of performance. The M1 & Strip Dominator and up intakes are t being taxed for there proper rpm range and power ability potentials.

Knowing the M1 and the Strip Dom are really designed to run up to 7500 or better, 6300 is a bit shy of there ceiling.
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I sad after 6k for those
more then 2 members have gone quicker ets with the torker340 over the tork 2
the fact tm5 on a stock 340 withe just a carb runs 13.1 104 and 10 bracket trophies is prolly the best of the 3
the only dual plane i would run is and airgap
none are door stops or boat achnors they run 11s
bowing out enjoy
 
As I say, it’s all in the combo. From air cleaner to exhaust pipe, roof to contact patch of the tire, weight and it’s distribution & everything in between.

To state one combo (which worked for you) is a better (intake) than another is way to broad to take seriously.
 
Question, I'm helping a buddy build a 360 for his Scamp. .030, 9.8-1, ported 308 heads, bowls are done and an intake gasket match-1.94 and 1.625 +.100 GM valves, (no numbers yet, but I'm sure some of you guy's have an idea on flow), 254-259 @.050-.520 Racer Brown cam, Hooker 5204 1-3/4" headers. We are looking to use an RPM (not air gap) because thats what he has and we are going to start with a 750 Holley. Should we use this intake or look for something else? The rest of the drivetrain is: 3800 Dynamic , 727, 3.89 9" and whatever tire we can fit on it. If we can get him to 11.99, he will be very happy. Thanks, Gene.
Update: head flow numbers

20231111_105519.jpg
 
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Alphabet Soup said:
Question, I'm helping a buddy build a 360 for his Scamp. .030, 9.8-1, ported 308 heads, bowls are done and an intake gasket match-1.94 and 1.625 +.100 GM valves, (no numbers yet, but I'm sure some of you guy's have an idea on flow), 254-259 @.050-.520 Racer Brown cam, Hooker 5204 1-3/4" headers. We are looking to use an RPM (not air gap) because thats what he has and we are going to start with a 750 Holley. Should we use this intake or look for something else? The rest of the drivetrain is: 3800 Dynamic , 727, 3.89 9" and whatever tire we can fit on it. If we can get him to 11.99, he will be very happy. Thanks, Gene.
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I’m a firm believer that on builds like this use what you have and have fun with it. Sounds like a bunch of parts that will play well together. Gasket match the intake to the heads and look into the plenum to see if anything needs a quick clean up. Rule number one is stick to the budget you can afford. Rule number two is go out and have fun. Set the timing within reason (32-34 total) and don’t rev it to the moon.
 
The RPM should be fine, although the Airgap has been known to make a few more ponies, I doubt it will make that much difference.
 
The cam duration of 254 seems to be right on the boarder between a single and dual plane use. I’ve noticed this over the years. A bunch depends on the rest of the build and the cars weight and purpose. After reading your description, I’d use the RPM and follow Pittsburgracer’s advice with some home porting of the intake. Go up the runners ceiling and walls as far as you can and inside the plenum for a clean up. That’s all you can do and all that is really needed.

While the single plane may produce a few more top end ponies, the lack of low end torque is going to be a small but noticeable loss. It’s also the rest of the build. The carb, intake & converter seems right in there. The gears and probable weight of the car are not conducive for a single plane.

The build looks like it’ll do what you want it to do. Nice set up.
 
Alphabet Soup said:
Question, I'm helping a buddy build a 360 for his Scamp. .030, 9.8-1, ported 308 heads, bowls are done and an intake gasket match-1.94 and 1.625 +.100 GM valves, (no numbers yet, but I'm sure some of you guy's have an idea on flow), 254-259 @.050-.520 Racer Brown cam, Hooker 5204 1-3/4" headers. We are looking to use an RPM (not air gap) because thats what he has and we are going to start with a 750 Holley. Should we use this intake or look for something else? The rest of the drivetrain is: 3800 Dynamic , 727, 3.89 9" and whatever tire we can fit on it. If we can get him to 11.99, he will be very happy. Thanks, Gene.
Update: head flow numbers

View attachment 1716165228
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Use it and see. Can always change to a single plane later if needed to reach the goal.
 
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