Eric, I really appreciate all the effort you have put into this series as well as all the other videos you do. I run a big block and don't even have a small block, however I am hooked on this series and cannot wait for each follow-up episode to come out. You have a lot of energy Man! Keep up the good work.
Thanks for doing these videos Eric . One thing I noticed doing mine was that the port match on my 2892 was a lot easier to finish due to the port being much larger in cross section about a 1/2 inch into the runner from the head flange. This saves a lot of time in a larger runner head like my allpros. The 1206/1207 exit is a sizable bottleneck in the intake from what I saw. I don’t think the plenum floor being shorter is a big deal when you open up the plenum at the carb base like you do in your video -seems like it creates a straighter shot . One test I would really like to see is the 2892 stock on a 230+ runner head vs the other intakes as I would bet it would be better geared.
great video, Eric, Ken Sperling knows about the port match, Richard Conley who has jest recently passed away did dyno testing some years ago and experimented with just the same thing held a pencell on the ahead at the top of the port on the the flow bench and the flow picked up numbers, just might have something here! thanks for all the hard work you do out of your pocket and your time
Cool amazing how much difference the design makes, such a difference, can't wait to see what your porting etc can do thanks for sharing, all the best to you and your loved ones
In 1987, I had John Lingenfelter modify a Strip Dominator for an Oval port BBC. He basically raised the floor of the plenum in a spherical shape and smoothed it to the runners with a small trough leading to each runner and disappearing before they got to the middle. He claimed a 40 HP gain on a 9-1 496 with 781 heads sporting 2.19/1.88 valves and pocket clean up porting moved by a special grind roller of .650 that Comp Cam wouldn't sell to me. I ran one of the Holley 300-2 Strip Dominator on a 331 SBC with great results in the late 70s. It had a 2" open spacer to help with reversion. I've always been partial to the tall single carb open plenum with an air gap intake.
Super! I always wondered what the real difference was with the single plane manifolds. That could be a lot of fun experimenting. I'm hoping to pick up an affordable oldie I can work on again and drive. I hate these new cars with a passion.
Interesting Eric. I wonder if the roof overhang helps to re-energize the fuel that has fallen out of suspension on the floor of the manifold runner/intake port. It will also be interesting to see if that roof overhang is still present with a larger intake port. Great videos, thank you.
Eric, regarding the 300-110 and it’s under performing and misalignment. I done an experiment for myself on a 2925 with paint marker. Scribbled all over the plenum and runners top to bottom and went for a drive. Surprising how much of the bottom of the plenum and a third the way up had washed the paint away completely and upper parts barely removed by fuel. May have been puddling of fuel at the bottom of the intake runner where it meets the head and streaming in the port with little atomization. May give a hint to the 300-110 poor showing. Air fuel ratio same, just not atomized as well? More turbulence in the head runner with the step up too v step down to head runner.
It will be very interesting to see how these manifolds perform once you bolt on some better flowing heads. I'm particularly interested to see how the Performer RPM dual plane will in theory hit a wall, since every test I've seen with it seems to max out in the 550 to 570 HP range. I still have a brand new AFR 4811PM sitting on the shelf. I haven't installed it yet because my Performer RPM does so darn well. I once installed a Holley 300-25 and it really hurt the mid-range torque so I put the dual plane back on.
I don't have a flow bench, but that port mismatch had interesting out come. When your flow testing heads on the flow bench the roof seems to have the most airflow by my understanding. With the carb and intake installed on a running engine and with fuel mass, It must get forced more to the floor and cause that floor mismatch to be more influential ? Thanks for the content Eric👍
The heads are the choke. You will need to heavily port the enforcer heads and get it to make in the 650-680 horse region to match the average power of my previous daily driver Dart, AFR ,copy heads combo.
I'm surprised you didn't throw in a few other intakes like the Brodix, CID, and the MBE for starters but I can think of a few more that should've made the cut but I think what you're going for is the more common and the cheaper intakes opposed to the more expensive less common intakes but in a future video it would be interesting to see all of them compared to one another and see which one comes out on top and maybe even throw in a custom built sheet metal intake and a billet aluminum intake and see which one reins supreme over all the other intakes and if you could maybe have a matching head and intake battle like if you are going to use an Edelbrock intake use a set of Edelbrock heads and so on and have them port matched by you and I think that would be the real test as long as the combustion chambers are the same and also the springs and everything else with the heads are the same and when you bench flow them try to compare the set up that flows around the same as the next set up
I did test the Brodix manifold when I did these manifolds. It’s in a previous video. Neither cid or mbe makes manifolds for a 23degree standard port head. Sheet metal and billet manifolds are 5k. The money is not in the budget to test that.
Hello Eric. Am I wrong in assuming that an engine being built should follow a specific torque curve? Meaning, cam, intake, heads, differential, fuel delivery, stroke, compression etc, should all match a specific torque curve for its intended application?
Is there an option to buy the .pdf if you DON'T already own the book? It would save you money on shipping and printing, $20 price point would be ideal vs $35 for the hard copy.
I’m running the edelbrock intake on a sbc 434 . Is the afr 4 hole tapered. Spacer the one you would recommend? Do you have a part # Thanks a lot Love the videos
Eric, you dont think that the 2892 is being restricted by the smaller heads hense why the T/F catches it closer in the top end. I would think that with bigger heads thye ED would walk away from the others mor convinceingly.
Eric Weingartner, the videos are great! And I know you keep telling people that you're no Superman, but the truth is, Superman wears Eric Weingartner pajamas to bed every night!
Eric did you know Darin Morgan started a UA-cam? He has a couple very interesting videos titled "De-atomization in intake tract in IC racing engines" there's also an interview he did with drag boss garage and his involvement in the development of the "new" Ford JC51pro stock engine
I am kind of disappointed in the casting of the Trick Flow and the Holley intakes they look like they were just knocked out of the casting molds and thrown in a box and was ready for shipping to wherever they were going and with the Edelbrock intake it looks like someone actually took their time to clean it up before they threw it in a box and got it ready for shipping and I wouldn't be ashamed to bolt the Edelbrock intake straight onto my engine right out of the box but with the other two I would have to send it off to someone to have them cleaned up on the inside and out and maybe even paint or powder coat them before I even thought about bolting them on my engine especially the Trick Flow intake you can see all of the flashing everywhere from the casting and all the bubbles from the air that they didn't get out of the mold and all the imperfections that it has everywhere it almost looks like waves from the ocean all over it and the Holley is the same way and to be honest if I were to order either intake and it showed up looking like that I would probably send it back for a full refund and then order an Edelbrock intake
So 3 different intakes have 3 different port location openings. You would think that would be more standardized then that. Do the enforcer heads have a .100" raised intake port opening? The assault website says they do, but I haven't heard that about the enforcer heads. my assault heads are raised, so I'm just wondering if they truly are the exact same castings. With that 406 only pulling under 700cfm, would there be any reason to run a bigger carb than a 750 on that particular motor?
Eric, I really appreciate all the effort you have put into this series as well as all the other videos you do. I run a big block and don't even have a small block, however I am hooked on this series and cannot wait for each follow-up episode to come out. You have a lot of energy Man! Keep up the good work.
Thanks for all of your hard work I think this will help us all go faster
I love this series of videos on the Dyno mule! Very informative and very detailed. Thanks Eric.
Lots of valuable information for people building or upgrading. Great work Eric!
Hope today is better !!
Thanks for doing these videos Eric .
One thing I noticed doing mine was that the port match on my 2892 was a lot easier to finish due to the port being much larger in cross section about a 1/2 inch into the runner from the head flange. This saves a lot of time in a larger runner head like my allpros.
The 1206/1207 exit is a sizable bottleneck in the intake from what I saw.
I don’t think the plenum floor being shorter is a big deal when you open up the plenum at the carb base like you do in your video -seems like it creates a straighter shot .
One test I would really like to see is the 2892 stock on a 230+ runner head vs the other intakes as I would bet it would be better geared.
great video, Eric, Ken Sperling knows about the port match, Richard Conley who has jest recently passed away did dyno testing some years ago and experimented with just the same thing held a pencell on the ahead at the top of the port on the the flow bench and the flow picked up numbers, just might have something here! thanks for all the hard work you do out of your pocket and your time
Cool amazing how much difference the design makes, such a difference, can't wait to see what your porting etc can do thanks for sharing, all the best to you and your loved ones
Very good results
Thank you for the video!!
I got my book and it's awesome!
In 1987, I had John Lingenfelter modify a Strip Dominator for an Oval port BBC. He basically raised the floor of the plenum in a spherical shape and smoothed it to the runners with a small trough leading to each runner and disappearing before they got to the middle. He claimed a 40 HP gain on a 9-1 496 with 781 heads sporting 2.19/1.88 valves and pocket clean up porting moved by a special grind roller of .650 that Comp Cam wouldn't sell to me. I ran one of the Holley 300-2 Strip Dominator on a 331 SBC with great results in the late 70s. It had a 2" open spacer to help with reversion. I've always been partial to the tall single carb open plenum with an air gap intake.
Super! I always wondered what the real difference was with the single plane manifolds. That could be a lot of fun experimenting. I'm hoping to pick up an affordable oldie I can work on again and drive. I hate these new cars with a passion.
Great stuff Eric, lots of info!
Interesting Eric. I wonder if the roof overhang helps to re-energize the fuel that has fallen out of suspension on the floor of the manifold runner/intake port. It will also be interesting to see if that roof overhang is still present with a larger intake port. Great videos, thank you.
Awesome video and work.Thank you
Eric, regarding the 300-110 and it’s under performing and misalignment. I done an experiment for myself on a 2925 with paint marker. Scribbled all over the plenum and runners top to bottom and went for a drive. Surprising how much of the bottom of the plenum and a third the way up had washed the paint away completely and upper parts barely removed by fuel. May have been puddling of fuel at the bottom of the intake runner where it meets the head and streaming in the port with little atomization. May give a hint to the 300-110 poor showing. Air fuel ratio same, just not atomized as well? More turbulence in the head runner with the step up too v step down to head runner.
It will be very interesting to see how these manifolds perform once you bolt on some better flowing heads. I'm particularly interested to see how the Performer RPM dual plane will in theory hit a wall, since every test I've seen with it seems to max out in the 550 to 570 HP range. I still have a brand new AFR 4811PM sitting on the shelf. I haven't installed it yet because my Performer RPM does so darn well. I once installed a Holley 300-25 and it really hurt the mid-range torque so I put the dual plane back on.
thank you for your knowledge
peace and grease.
I don't have a flow bench, but that port mismatch had interesting out come.
When your flow testing heads on the flow bench the roof seems to have the most airflow by my understanding.
With the carb and intake installed on a running engine and with fuel mass,
It must get forced more to the floor and cause that floor mismatch to be more influential ?
Thanks for the content Eric👍
I have an old GM bow tie intake (PN 10051102) and wondering where it fits in the flow order of good to not as good intakes
Right on
Would be curious if you ran a thicker gasket on the holly if it would help it some.
It would have but then I would have had to change gaskets for other intakes.
Nice awesome testing
The heads are the choke. You will need to heavily port the enforcer heads and get it to make in the 650-680 horse region to match the average power of my previous daily driver Dart, AFR ,copy heads combo.
Thank you for your knowledge 💪🏽 USA 🇺🇸 USA 🇺🇸 USA 🇺🇸
I'm surprised you didn't throw in a few other intakes like the Brodix, CID, and the MBE for starters but I can think of a few more that should've made the cut but I think what you're going for is the more common and the cheaper intakes opposed to the more expensive less common intakes but in a future video it would be interesting to see all of them compared to one another and see which one comes out on top and maybe even throw in a custom built sheet metal intake and a billet aluminum intake and see which one reins supreme over all the other intakes and if you could maybe have a matching head and intake battle like if you are going to use an Edelbrock intake use a set of Edelbrock heads and so on and have them port matched by you and I think that would be the real test as long as the combustion chambers are the same and also the springs and everything else with the heads are the same and when you bench flow them try to compare the set up that flows around the same as the next set up
I did test the Brodix manifold when I did these manifolds. It’s in a previous video. Neither cid or mbe makes manifolds for a 23degree standard port head. Sheet metal and billet manifolds are 5k. The money is not in the budget to test that.
Hello Eric. Am I wrong in assuming that an engine being built should follow a specific torque curve? Meaning, cam, intake, heads, differential, fuel delivery, stroke, compression etc, should all match a specific torque curve for its intended application?
Awesome, thanks
Is there an option to buy the .pdf if you DON'T already own the book? It would save you money on shipping and printing, $20 price point would be ideal vs $35 for the hard copy.
Yes email me at weingartnerracing@gmail.com
I’m running the edelbrock intake on a sbc 434 . Is the afr 4 hole tapered. Spacer the one you would recommend?
Do you have a part #
Thanks a lot
Love the videos
Would you have any information on the Victor E 2978 ?
Eric, you dont think that the 2892 is being restricted by the smaller heads hense why the T/F catches it closer in the top end. I would think that with bigger heads thye ED would walk away from the others mor convinceingly.
You should watch the later dyno videos were bigger heads were put on.
Which one??@@WeingartnerRacing
Overhang on the bottom, create turbulent flow on the short side which is worse than the long side?
How do you feel about 4150 to 4500 adapters used with Terminator alcohol injection?
Eric Weingartner, the videos are great! And I know you keep telling people that you're no Superman, but the truth is, Superman wears Eric Weingartner pajamas to bed every night!
If the head is the choke why doesn’t the engine make the same power? I’ve read that a lot since you started this series.
Book? How 'bout a PDF
Was the tork link port matched at all?
are the 190 heads CNC Ported? okay Eliminator heads has their flow on the Site i heard you at end
No
@@WeingartnerRacing Thank you and looks like in better weather those intake manifolds can do better!
Eric did you know Darin Morgan started a UA-cam? He has a couple very interesting videos titled "De-atomization in intake tract in IC racing engines" there's also an interview he did with drag boss garage and his involvement in the development of the "new" Ford JC51pro stock engine
which 400 block was used?
Dart shp pro
@@WeingartnerRacingyou think I can get away with using a stock block such as the 511 or 509 casting? Looking to build 550-600 to the crank ,
Excellent video. Email sent regarding the book.
I BELIVE YOUR HOLLY
IS CLOSER TO NON 10°
WHERE THE TRICK FLOW
AND EDELBROCK...WHERE
MORE FOR MODERN HEAD
SHAPES.
I am kind of disappointed in the casting of the Trick Flow and the Holley intakes they look like they were just knocked out of the casting molds and thrown in a box and was ready for shipping to wherever they were going and with the Edelbrock intake it looks like someone actually took their time to clean it up before they threw it in a box and got it ready for shipping and I wouldn't be ashamed to bolt the Edelbrock intake straight onto my engine right out of the box but with the other two I would have to send it off to someone to have them cleaned up on the inside and out and maybe even paint or powder coat them before I even thought about bolting them on my engine especially the Trick Flow intake you can see all of the flashing everywhere from the casting and all the bubbles from the air that they didn't get out of the mold and all the imperfections that it has everywhere it almost looks like waves from the ocean all over it and the Holley is the same way and to be honest if I were to order either intake and it showed up looking like that I would probably send it back for a full refund and then order an Edelbrock intake
Excited next set is for us boring dual plane people.
Cant top the victor jr. Period
So 3 different intakes have 3 different port location openings. You would think that would be more standardized then that.
Do the enforcer heads have a .100" raised intake port opening? The assault website says they do, but I haven't heard that about the enforcer heads. my assault heads are raised, so I'm just wondering if they truly are the exact same castings.
With that 406 only pulling under 700cfm, would there be any reason to run a bigger carb than a 750 on that particular motor?
Right on