DeTomaso Mailing List: July 97, Message #140
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Yo People, Dan asked me to re-post this message for those who missed it and for Dan who lost it! See Mike I'm NOW actually helping someone with this 90's new age techo-BS. :-] D.Jones wrote: > > > Ron Graves just mailed me a copy of a 10/93 Super Ford Magazine article > > which tested several intakes on a serious high compression stroked 351C. > > Here's the summary of the best indicating where they made the peak > > numbers (with a *). : > > Here's some more detail on the Super Ford article. I've been keeping > summaries of Cleveland related magazine articles for a while now and > just happenned to have this one handy. > > Later, > Dan Jones > > Super Ford, October 1993, "Planes of Power" > ------------------------------------------- > > Intro > This article covers a dyno comparison test of several single and dual plane > intake manifolds on a drag race 13.7:1 compression ratio 377 cubic inch > 351C-4V. Dyno numbers are provided in 250 rpm steps from 2750 to 6750 rpm. I have reproduced only the peak figures here. > Carb > Blueprinted Holley 850 CFM double pumper for all intakes except FPP 4146, > which used a Holley 1050 CFM Dominator. > Intakes > Factory Boss 351 aluminum low rise dual plane (D1ZX-9425-DA) > Edelbrock Torker low rise single plane > Weiand X-celerator low rise single plane > Offenhauser Port-o-Sonic single plane > Holley Strip Dominator (300-13) high rise single plane > FPP 4145 high rise dual plane > FPP 4145B high rise dual plane > FPP 4146 high rise dual plane > Heads > DOAE 4V closed chamber with light chamber and port work, 64 CC's > 2.19"/1.71" FPP stainless steel valves with under cut stems > milled for FPP guide plates and screw in studs > Boss cast aluminum valve covers > Cam and Valvetrain > Madden dual pattern roller CT5 cam, 264/270 degrees duration @ 0.050" lift, > 0.723 inch lift > FPP true roller timing chain and gears > Smith Brothers custom length push rods > Sig Erson E915057 springs and dampers, installed height 1.875" @ 210 lbs > open 1.250 @ 510 lbs > FPP titanium retainers > Crower stainless steel roller rockers > Jomar stud girdle > Isky lash caps > B&B valve covers spacer and studs > Block and Reciprocating Assembly > 377 inch stroker kit (stock 3.5" stroke increased to 3.7", 0.030 overbore) > from the Performance Shop, offset ground stock 2.311" rod journals to 2.1" > to accomodate 5.7" center-to-center Chevy rods, journals widened to 1.900" > inches to accomodate wider rod big ends, rod small ends bushed to Ford > 0.912" pin diameter, pins are full floating, L2348F TRW pistons with 1.645" > compression height resulting in 0.005" deck clearance, Speed Pro plama moly > coated rings, dry moly coated pistons > Genuine Fisher damper > FPP 4 bolt main cap kit on 2 bolt main block (DOAE-J) > FPP screw-in freeze plugs > FPP main and head stud kit > FPP high volume oil pump and shaft > Oiling System > Boss 351 pan (integral windage tray) on dyno > Canton 7 quart in car > Exhaust > 2" primary tube diameter > Cooling > Weiand aluminum water pump > Ignition > Stinger ignition with 36 degrees total advance > MSD dyno box > > Boss 351 Aluminum Intake Manifold (D1ZX-9425-DA) > > RPM TQ HP VE > 4250 422 > 6250 451 > 6750 104.8 > > On this engine, the factory Boss 351 intake makes over 400 ft-lbs of torque > from 3500 to 5000 rpm. The engine gains 70 ft-lbs from 3000 to 3250 rpm > (comes on like a light switch). The basic differences between factory 351C > intakes are in materials (aluminum or cast iron) and carb flange (square or > spread bore). > > Torker 351 low rise single plane > > RPM TQ HP VE > 4750 421 > 6750 480 110.5 > > The Torker makes over 400 ft-lbs of torque from 4250 to 6000 rpm. Low end > response is good ("a single plane that thinks it's a dual plane"). > > FPP 4145 dual plane (mfg by Blue Thunder) > > RPM TQ HP VE > 3750 425 > 6250 490 > 6750 105.9 > > The best performing dual plane ("a dual plane that thinks it's a single > plane"), second only to Holley Strip Dominator in max hp. > > FPP 4145B dual plane > RPM TQ HP VE > 4750 429 > 6250 471 > 6500 105.1 > > This intake is the same as FPP 4145 except the heat risers are blocked, the > plenum divider is cut down one inch and the carb flange enlarged. > Performance genrally suffered from these modifications. > > FPP 4146 dual plane > > RPM TQ HP VE > 5000 408 > 6250 462 > 6750 92.2 > > This intake is the same as FPP 4145 except the carb flange is machined for > for a Holley Dominator carb (1050 CFM). Performance took a big hit. > > Holley Strip Dominator (300-13) > > RPM TQ HP VE > 5000 435 > 6250 498 110.6 > > This high rise single plane race intake generated the biggest overall > numbers, and generated over 400 ft-lbs of torque from 4250-6250. This > intake is no longer in production. > > Offenhauser Port-o-Sonic > > RPM TQ HP VE > 4500 398 > 6250 441 > 6750 103.9 > > This single plane intake didn't work well with this particular combination, > giving up 10 HP to the factory intake and 57 hp to the Holley Strip > Dominator. Offy indicated the would prefer an increase in lobe lift, > decrease in rocker arm ratio, and longer duration. > > Weiand X-Celerator > > RPM TQ HP VE > 5250 410 > 5750 410 > 6500 473 107.9 > > This is another single plane that thinks its a dual plane, generating over > 390 ft-lbs of torque from 3250 to 6250 rpm. > > Comments > > I'd like to see a similar test performed on a street oriented, stock > displacement, rational compression 351C. I assume the increased > displacement and high compression ratio make the single plane intakes > perform better at lower RPM than they would on a stock dislacement > engine. The rule of thumb that single plane intakes are better on the > high end and dual planes are better on the low end was not all that > valid in this instance. > > Generally, the high rise manifolds outperformed the low rise rise manifolds. > I'd also like to see a comparison trading off height in the intake for > height in the air filter (i.e. Does a high rise with 2" tall filter still > out-perform a low rise with 3" tall filter?). ==============================================================================