Jamie V
Well-known member
12 years and 100 miles per year. LOL
New 427w Build...headaches (Box R, Dart block motor mounts)
- Thread starter rkolb86
- Start date
12 years and 100 miles per year. LOL
StruckBy
FAST Eddie ;)
my truck had 49,000 miles on them
Seems theres always a debate as to how the vic efi and tfs-r perform....
in your experience, based on track and dyno results, how did the two intakes perform vs the other and what cubic inch engine was used?
Just curious.
Thanks
Lucifer Sam said:
Now that's a nice looking engine bay...more so, considering the added plumbing.
Briansshop
Missing My Lightning!
A long runner intake will always make more mid range RPM power than a x single plane...as long as it flows enough cfm for the engine size.
Lucifer Sam 2
50 shades of gray
Thanks!
Amazing what you can do with a little 110v welder and a harbor freight powder coating gun haha
Amazing what you can do with a little 110v welder and a harbor freight powder coating gun haha
Attempted to test fit my headers today. The result was...not horrible.
Looks like there are some differences with my Bronco...one being that the engine mount standoff of the passenger side is bolted in instead of riveted. The second thing I noticed is that the frame was already well clearanced on the passenger side from the factory.
The big issue is that I'm not certain of the installation angle of the motor. I am picking up a C-6 core this weekend hopefully so I can gut it and do a test fit with my cross member.
The driver side rear cylinder may give me some issues with the firewall, but I may just need to do a little hammering. Cylinder one on the passenger side is giving me some issues. I'm going to test the Autofab mounts once they arrive to see if it solves any issues...or if they create new issues. I really won't know anything concrete until I can get a trans housing in there first.
Looks like there are some differences with my Bronco...one being that the engine mount standoff of the passenger side is bolted in instead of riveted. The second thing I noticed is that the frame was already well clearanced on the passenger side from the factory.
The big issue is that I'm not certain of the installation angle of the motor. I am picking up a C-6 core this weekend hopefully so I can gut it and do a test fit with my cross member.
The driver side rear cylinder may give me some issues with the firewall, but I may just need to do a little hammering. Cylinder one on the passenger side is giving me some issues. I'm going to test the Autofab mounts once they arrive to see if it solves any issues...or if they create new issues. I really won't know anything concrete until I can get a trans housing in there first.
Perchdog
Member
My 96' F150 has the passenger side engine mount stand-off completely bolted in as well, 4 bolts if memory serves correctly. The drivers side has 2 bolts alo0ng top frame rail and 3 rivets on the inside of standoff, 2 are approx. 1.5-2 inches apart. I at first was very apprehensive about removing the three rivets, but on the other hand when prepping frame I removed support gussets on two of the cross members to get at the Michigan effect left behind. I line drilled all holes to 1/2" by drilling one hole installing bolt, doing the next same way until done, either 4 or 6 depending on gusset. Fitment seems really nice and tight so I think should be ok.
Very cool that you reported back on the header fitment... I am so interested what happens when you go to the Autofab mounts. I am also so glad you are this far ahead of me because I learning sheds loads on this thread in particular, thanks for keeping it going.
Please keep it coming
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I agree on the theory, just curious how far apart the two really are with larger displacement engines, and I'm sure the elbow changes the Victor intakes characteristic, from typical expectations with a carb sittin on it. Curious how much so
StruckBy
FAST Eddie ;)
The different intakes simply move the peak torque and hp up and down the rpm scale. No real loss of hp or torque numbers worth mentioning. The engine is a 408. No change in 60' times either due to the extra low end torque of that kind of engine combined with a torque converter.
StruckBy
FAST Eddie ;)
About 1000 rpm.
oilwell1415
Well-known member
Just for the sake of passing along the information, Chrysler did a lot of research in the 60s on intake runner length. What they found was that the tuned length of the intake followed the equation of peak tq rpm=86,000/runner length. The runner length is the distance from the valve seat to the plenum. It's not an exact formula, but it's close enough to estimate what an intake would do to your torque curve.
I doubt any of that science pertains to dry air with port efi, just air/ fuel mixture setups. When I went from the gt40 to the trickflow box R my torque peak /rpm range didnt change that much if any at all, if it did I couldnt tell by the seat of the pants. It is just a big air box thats all.
oilwell1415
Well-known member
Dry or wet doesn't have much to do with it. There's still a column of air moving down the port and the valve still closes sending pressure pulses through the system. Just because you don't feel a difference doesn't mean it doesn't apply, it just means that the intake isn't what is controlling your combination. If you've got a cam that already moved the torque peak up or a blower that's going to fill the cylinders regardless of what intake you have you won't feel anything. The intake is just a small piece of the puzzle.
So I picked up a C-6 core off Craigslist today...planning on tearing it down tonight and just bolting up the case to check header for different fitment scenarios taking the oil pan and headers into consderation.
I also received my Autofab motor/trans mounts today...pictures of them tomorrow maybe.
I now have a Super Victor, elbow, and fuel rails in my hand for when I'm done testing header and oil pan fitment.
To be continued...
I also received my Autofab motor/trans mounts today...pictures of them tomorrow maybe.
I now have a Super Victor, elbow, and fuel rails in my hand for when I'm done testing header and oil pan fitment.
To be continued...
Oil what I meant to say is this "I doubt any of that 60s science pertains to dry air with port efi, just air/ fuel mixture setups. When I went from the gt40 to the trickflow box R my torque peak /rpm range didnt change that much if any at all, if it did I couldnt tell by the seat of the pants. It is just a big air box thats all.
Of course in my experience blown/turbo I don't see how intake pulses come into play, when you are pushing a small tornado into the intake runner there aint no pressure pulses, just a helluva lot of wind, IMHO. N/A of course pressure pulses. I ran Gt40 upper, Downs upper and trickflow box. I dare say there wasn't perceivable difference between last two intakes,
rudder9
Active member
I find it odd that you didn't feel a difference, because I noticed big time. Honestly it feels like I put a bigger t6 turbo on. I also added the intercooler also. When I had the gt40 non intercooled my spool was instantaneous. It's still good but there is lag. I am still considering getting the reg R upper and set it up so I can swap. I don't go to the track a whole lot so spending a bit swapping would 't bother me.
Briansshop
Missing My Lightning!
Boosted or NA, the intake design has the same impact.
https://books.google.com/books?id=g...length boosted vs naturally aspirated&f=false
https://books.google.com/books?id=g...length boosted vs naturally aspirated&f=false
I'll give you that when it is being driven below boost level, above that intake manifolding runner length will cease to make much difference to the peak torque rpm point. That is what we are talking about here. If you are talking peak torque it will occur 100 percent of the time when you are in positive pressure, and that is what I'm saying here. We all get it that the intake manifolding has to work when you are driving around NA on the street. Im saying difference of BoxR vs Downs Box was negligible in boost as far as torque rpm point.
