Hey Gary, I had the Victor on my last FE and I have the new Victor sitting in my living room, ready to be shipped to my engine builder. Seeing the dyno test of the FE dual plane,.... intakes results of Jay Brown on Ford FE site.
It is fascinating what manifold came on top but, although a comparison is nice, there's too many variables to consider. Even dyno testing on different weather days can make a difference. It was interesting and happy Jay took the time to perform the test.
On my last FE, I had to plane down the carb surface apx. 3/8" and I still had a little,....rubbing on the hood. This time I'll take it down a 1/2". I'm told by a few engine builders that it won't change performance enough to matter, especially in a cobra. With the big inch and power of my new motor, even 5-25 HP/TQ loss is not a issue.
One guy said about my monster motor,..., ""no sane person will ride with you" lol, that's great !"
And another- "cool project, tho it sounds alot like ice skating with a rocket pack.
best of luck, and give us a link to the article when it's done.
Drew"
Here's what Barry had to say-
Mr. Gilmore has an interesting project going together. He's managed to get a lot of support from various manufacturers Unfortunately I was not in the position to contribute product or labor when approached - but I can at least provide some tech and ideas on parts.
The cam can be big. With lots of cubes and a light car you want to kill the low end. I would probably at least go into the 250s on @.050 duration. Royce's thought on LSA is good - but in a slightly different manner. A wider LSA will soften the torque curve, making the car a bit more linear and smoother to drive. On big engines we widen the LSA anyways because we don't need to crutch the torque peak to recover on shifts. For lift I would think something in the .700 range would be pretty durable and keep you in the realm of decent oval track quality springs.
Anything other than a Dove or Victor Dominator flange, or dual quads on a tunnel wedge will choke that thing. Simply too high an airflow demand. Next bet might be a modified Blue Thunder Dominator flange dual plane. Or a highly modified Streetmaster or Street Dominator. Most of the guys running hard with those use a lot of spacer..and they are running smaller engines.
Barry Rabotnick
Survivalmotorsports.com
He knows a hell of a lot more than I do but, from my research for a lager cubed FE motor, I though the duration needs to be apx....300 (+) ?
I don't really want to go over 700 lift and the lobe sep of 110 ?
Maybe I should start a thread about the cam specs for this engine ?
I need the entire motor to be in-sink with each other, not just throwing in a big cam. The carb cfm is also in question. When I spoke with Anderson, he said most people use way too large of a carb. They recommended around a 750-850. On Ford FE, clear up to a 1150 !
I seriously don't think I need one that big.
Link on Ford FE-
http://www.network54.com/Forum/74182...+Intake+test+-
What do you guys think ?
And again, maybe I should start a new thread about my entire build with the products and parameters ?