Best way to proceed with improving up 427 Windsor street setup

[Bernica]

IMHO, I wouldn't use a single-plane intake for a street application.

[Ace23]

Originally Posted by Bernica

IMHO, I wouldn't use a single-plane intake for a street application.

I have never been in a cobra with a dual plane and I don't believe any of the local cars to me have a dual plane. I was reading B. Lykins 438 Windsor build where he used a "massaged" RPM airgap and that was pretty interesting. If it is a street car that you are not reving above 6000RPM then maybe the dual plane is the way to go. Before I hauled off and bought another manifold I want to make sure it is the right one. I do not believe a dual plane would match up well with my current camshaft and 2" primary heads so that is something to consider as well. I can' find much information that is based on real world test on primary header sizes on cobras but the few things post I have come across no one was raving about their 2" headers except for higher RPM setups.

[scottj]

Originally Posted by Ace23

... I can' find much information that is based on real world test on primary header sizes on cobras but the few things post I have come across no one was raving about their 2" headers except for higher RPM setups.

What is the reasoning for using 2" primaries in this application? We didn't using anything bigger than 1-7/8" on 440+ cid, 850+ HP, dirt oval race engines... and we had plenty of real world data. Maybe 2" for a drag race application, but drag and street aren't really relatable.

[blykins]

A single plane intake on a big engine is a whole lot different than a single plane on a small engine.

An engine that has enough guts to suck hard enough on a single plane intake will have gobs of power everywhere.

I would go with a Victor Jr....

[Ace23]

Originally Posted by blykins

A single plane intake on a big engine is a whole lot different than a single plane on a small engine.

An engine that has enough guts to suck hard enough on a single plane intake will have gobs of power everywhere.

I would go with a Victor Jr....

Brent,
I will take your advice and stay with the current Victor Jr I have. I saw where your 438W used the dual plane so I thought that may be applicable for my 427W and any future higher CI that I took it to. I have purchased some stainless fittings to dress up underneath the hood and now I need to clean the intake manifold. When I was in high school I used to work at a bike shop and we would bead blast aluminum. Is having the manifold bead blasted the best way to restore the raw finish or do you have a recommendation on how to clean it.

[blykins]

That's the easiest way.

[scottj]

Originally Posted by Ace23

Is having the manifold bead blasted the best way to restore the raw finish or do you have a recommendation on how to clean it.

I soda blast (if necessary) followed by vapor blasting. Vapor blasting produces a shiny finish instead of the dirt-attracting matte finish produced by most media.

[Ace23]

Originally Posted by scottj

What is the reasoning for using 2" primaries in this application? We didn't using anything bigger than 1-7/8" on 440+ cid, 850+ HP, dirt oval race engines... and we had plenty of real world data. Maybe 2" for a drag race application, but drag and street aren't really relatable.

The headers came on the car when I purchased it. I haven't really looked at what options I have but my initial impression was that 1-3/4" would suffice as that is what most of the cars I have seen have. I'm sure the 2" flow well in high rpm applications but I would think they would be hurting the bottom end.