Sidewinder intake VS modern, Edel, Pond, BT ?

[FUNFER2]

That's why I said, "curious" my friend. I already have the Vic Jr. for my motor.
It would be interesting to see the single's tested.

[undy]

Suggestion Kev; Why don't you PM Jay on FordFE telling him your proposed build specs and ask him, in his opinion, what the best carb/intake combo would be best for your application?

"Others" got the impression that I was diss'n Jay and his credibility, couldn't be further form the truth. I highly respect the man and his FE knowledge.

FWIW, the engine he used to make that round of tests on was a stock stroke with stock, non-CJ iron run-o-the-mill heads and a v-e-r-y mild performance cam. You're going to be running a nominal 20% more displacement (527 vs 428). Your heads will flow at least 50% more then the ones used in the tests and your mechanical roller will be monstrous compared to his smallish cam. Your combo will tremendously outflow his setup. The intake that was "perfecto" for his motor could quite possibly cause yours to fall flat on it's face, or close to it by 4500 RPMs. Your setup will be much closer to one of Jay's mustang race motors, no Dominator, maybe a bit less compression, less lift and duration on the cam, but very similar.

Most of the FE masses (including myself) will never have a motor like yours. They may comment and say their iron head 390 ran good with this 'n that or this widget made the most horsepower for me ... but... that really holds little value to you ... and quite possibly could be vey BAD advice in your case.

Jus' a little "friend"ly advice, my friend We be cool... just be careful who you listen to.

[FUNFER2]

I agree that those combo's would not work for my application and the tests results do not matter to me, in the sense of what can be done with my motor, we're talking apples to orange's here in my case. My intake will be ported and matched to the heads to gain as much breathing & expelling as possible. The cam duration will need to be over 300 also. These FE's like to fart as much as possible.

I'll shoot over to FORD FE and see if I can find him.

[undy]

Kule beans Kev...

I think you'll find, bang for the buck, that Ebok's Victor series will be your best bet HP wise. I do believe Dove makes some "period correct" hi-flow intakes but they are pricey and tend to be problematic (porosity etc). The Tunnel Wedge 2x4 and Barry's twin 750's (like I'm running) would work good for you and give you some period correct race bling too!

[FUNFER2]

Yeah, will you sponsor your intake & carbs. ?
Yep, very expensive.
I've always liked the 2x4 look, and with the Stellings & Hellings filters.

[gsharapa]

Kevin,

Did you decide to go with the single plane Victor on your 527 FE? Will it fit under the hood?

[FUNFER2]

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 ?