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Thread: Meeting ADR26

  1. #16
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    Quote Originally Posted by paulzig View Post
    The Torana had 226/244 cam 114LSA .600 odd lift... I have a Super Victor on that not a Jr., the dual plane would kill that engine over 4000RPM so thats a big no. I thought I was manned up putting the victor on there and making better power past 4000RPM instead of that TQ down low crap the dual plane mob keep carrying on about.

    300kw is already 400HP so you dont have to run cats, you can run a twin 2.5 - 3" exhaust system, touch up the heads a bit, Run a super victor and a 4150 throttle body you'll be 450HP+ definitely, the super victor will rev up really quick, and will make it seem like you have a bigger cam than what you do. If you are restricted on cam open up the induction system to let it breathe.

    If you are pulling the engine apart you could also skim the block and heads to get a touch more compression, it all adds up.

    If you want something special on there look at the Holley Hi-Ram it will provide the bottom end and top WIN/WIN. They also make an adapter to put that top on to the dual quad thing but that it sort of ruins the great thing about a tunnel ram which is line of sight from plenum to valve.



    That High Ram really likes big cubes and/or big revs though. I think it would be overkill on a 5.7L with a puny 213/223 cam. That Holley dual quad would arguably already be more than ample and with a decent carburetor-like throttle body set up would look quite horn too.

  2. #17
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    Quote Originally Posted by yellavk View Post
    That High Ram really likes big cubes and/or big revs though. I think it would be overkill on a 5.7L with a puny 213/223 cam. That Holley dual quad would arguably already be more than ample and with a decent carburetor-like throttle body set up would look quite horn too.
    Well, you would think that a 3.2" cross section port would be too big for an LS3 engine only going to max 6500RPM but it seems to work. They did this to be able to use a small cam with not much overlap to get the required idle quality and emissions and still have the power and RPM.

    They are a long runner tunnel ram which has a really wide RPM range, its a shame these werent available I ordered the Victor or I would have gone to this.
    If you go to the Holley site they do echo my sentiments and specify an RPM range for the intake of 1500-7000RPM .. Perfect for what you are doing.

    Here, https://www.holley.com/products/inta.../parts/300-122 click on the 'specs' then look at RPM Power band 1500-7000.

    I know you'll buy the dual plane quad, but you know me, I have to espouse the virtues of rams and singles and surely you would expect nothing less

  3. #18
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    That High Ram would be ruled out in any case due to height/clearance issues. In this article that Holley dual quad is making 630 hp on a 440 : How Build a 440CI/632HP Twin-Throttle Body LSX Engine

    You can't deny that that intake setup looks the goods. These modern dual planes are a league above the crappy traditional dual plane intakes that we are used to bolting onto our Holden V8s. Edelbrock also do an LS dual quad, but the Holley one eats it for breakfast.

    BTW, does anyone do a 4150 throttle body less than 1000 cfm? 2000 cfm will make it a bit twitchy on the throttle, especially with all that monstrous low-rpm dual-plane torque.

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    Quote Originally Posted by yellavk View Post
    That High Ram would be ruled out in any case due to height/clearance issues. In this article that Holley dual quad is making 630 hp on a 440 : How Build a 440CI/632HP Twin-Throttle Body LSX Engine

    You can't deny that that intake setup looks the goods. These modern dual planes are a league above the crappy traditional dual plane intakes that we are used to bolting onto our Holden V8s. Edelbrock also do an LS dual quad, but the Holley one eats it for breakfast.

    BTW, does anyone do a 4150 throttle body less than 1000 cfm? 2000 cfm will make it a bit twitchy on the throttle, especially with all that monstrous low-rpm dual-plane torque.
    I dont like the look of any dual planes, the singles and the rams have better symmetry and make the engine look bettter The dual planes are a gimmick, the TQ down low sale pitch etc but unless you are towing I dont see the point myself.

    I have an Edelbrock 4150 they are 1000CFM only the bigger 4500 Dominator style ones go 1600-2000+ CFM even that 1000CFM one you touch the throttle and it spins the wheels, its not the CFM its the size of the butterflies and if they are progressive or 1:1 rate. With the dual plane it will have a dampening effect as the air takes a longer more convoluted path to the intake.

    Back in the day I got a single plane and all the old guys would say, I'll ruin the 'tractability' and response that precious bottom end then I drove it and wondered WTF they were talking about .. Same with this LS I have the super victor on, I dont know what people are talking about, 1/4" throttle input and it sends the car sideways and if you arent careful you're on the 7000RPM limiter before you can blink.

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    I mean it will be 2000 cfm total with a pair on the dual quad manifold, as 1000 cfm seems to be the smallest 4150 throttle body that anyone seems to make. Still not a deal breaker, but it would be better to have a bit less.

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    Quote Originally Posted by yellavk View Post
    but it would be better to have a bit less.
    No it would not lol.... Thank the good lord the lowest are around 1000CFM, I cant fathom who would buy a teensy 500 one.

    All you need to do is make sure the linkage is progressive and dont open too quick thats all.

    They do an adapter for the quad mid rise thing to put a hi-ram top like in the photo so you could get a 92mm single blade throttle body or something too, but they are pricey, although it saves you money not having to buy 2x 4150s. But you're keen on this dual quad I guess..

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    Quote Originally Posted by paulzig View Post
    the dual plane would kill that engine over 4000RPM so thats a big no. I thought I was manned up putting the victor on there and making better power past 4000RPM instead of that TQ down low crap the dual plane mob keep carrying on about.
    Saying a dual plane will kill the engine over 4000 rpm is just as uneducated as those that say a single plane will make no low down torque.

    My 308 has a dual plane and makes peak hp @6200rpm and had only dropped off slightly when it hit the limiter @ 6500rpm. Would it make more with a single plane? Maybe but the dual plane certainly hasn’t “killed the power” over 4000rpm.

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    Quote Originally Posted by paulzig View Post
    No it would not lol.... Thank the good lord the lowest are around 1000CFM, I cant fathom who would buy a teensy 500 one.

    All you need to do is make sure the linkage is progressive and dont open too quick thats all.

    They do an adapter for the quad mid rise thing to put a hi-ram top like in the photo so you could get a 92mm single blade throttle body or something too, but they are pricey, although it saves you money not having to buy 2x 4150s. But you're keen on this dual quad I guess..

    I don't think we're going to agree on anything, LOL. A 450-500 engine hp doesn't really need 2000 cfm of throttle body. A progressive throttle opening will definitely make it better, but not ideal.

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    Quote Originally Posted by hq308 View Post
    Saying a dual plane will kill the engine over 4000 rpm is just as uneducated as those that say a single plane will make no low down torque.

    My 308 has a dual plane and makes peak hp @6200rpm and had only dropped off slightly when it hit the limiter @ 6500rpm. Would it make more with a single plane? Maybe but the dual plane certainly hasn’t “killed the power” over 4000rpm.
    In comparison to a single plane yes of course it will, and the comment was made in reference to the LS1 I put the Super Victor on where I was looking for better acceleration rate past 4000RPM.

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    Quote Originally Posted by yellavk View Post
    I don't think we're going to agree on anything, LOL. A 450-500 engine hp doesn't really need 2000 cfm of throttle body. A progressive throttle opening will definitely make it better, but not ideal.
    It uses what it needs with EFI, it isnt a carburetor that needs a restriction to pull fuel out of the boosters so the only issue is that it will be a bit touchy if you dont have progressive linkage. It certainly wont hurt it performance wise, you arent going to lose power.

    Like I said before save yourself a couple of grand and use the stock intake at first see what its like. Or get a manifold that takes a single 4150 1000CFM TB.

  11. #26
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    Quote Originally Posted by paulzig View Post
    It uses what it needs with EFI, it isnt a carburetor that needs a restriction to pull fuel out of the boosters so the only issue is that it will be a bit touchy if you dont have progressive linkage. It certainly wont hurt it performance wise, you arent going to lose power.

    Like I said before save yourself a couple of grand and use the stock intake at first see what its like. Or get a manifold that takes a single 4150 1000CFM TB.

    Yeah I know it won't cost power, but 2000 cfm is well past the point of diminishing returns. The difference between 1000 cfm and 2000 cfm might be 1 or 2 hp. If I could get one of the several nice 4150 throttle bodies I've been looking at in 600 cfm rather than 1000 cfm then that would be about ideal. But yes, a pair of 1000 cfm throttle bodies will still be fine though, with a progressive throttle opening. You could even rig it so that the pedal hits the floor before both throttle bodies fully open.

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    Quote Originally Posted by yellavk View Post
    You could even rig it so that the pedal hits the floor before both throttle bodies fully open.
    You could but I dont see why you would, its not the fully open that is the problem its the initial opening that uncovers too much area that makes it 'touchy' or over responsive. If you have more CFM than the engine can use on an EFI system you'll simply provide the full requirement before you've reached wide open throttle.

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    Quote Originally Posted by paulzig View Post
    You could but I dont see why you would,

    Well why use only two thirds of your pedal travel?

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    Quote Originally Posted by yellavk View Post
    Well why use only two thirds of your pedal travel?
    So instead you are going to peg the butterflies open at an angle that might cause turbulence, instead of living with wide open throttle CFM demand being satisfied early and having the butterflies at the correct angle.

    I think you are over complicating the whole thing mate There is a reason most manufacturers make these TB's around 1000CFM, they suit almost everything.

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    I would have to be a pretty crappy throttle body that generates any disruptive turbulence part throttle. You just have to be the perpetual contrarian, don't you?

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