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  1. #76
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    Popcorn!!!


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  2. #77
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    Those tests, all they really do is change manifold.. They dont change cams, might be OK for only testing dual planes, but keeping cam the same and then putting on a single saying it lost down low is a test that told you nothing...

    Thats just my thinking anyway

  3. #78
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    yeah i agree.. everything else being equal you'd have to alter the cam to be fair.

    one of my favourite manifold shoot outs.
    https://www.aussiev8.com.au/holden-v...o-testing.html

  4. #79
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    Quote Originally Posted by HQ308Ute View Post
    yeah i agree.. everything else being equal you'd have to alter the cam to be fair.

    one of my favourite manifold shoot outs.
    https://www.aussiev8.com.au/holden-v...o-testing.html
    Yeah that TP single had no bottom end TQ absolute garbage down low wasnt it..

    TP High rise dual --- 477.4 ft/lbs @ 4900rpm, 528.6hp @ 6700rpm
    TP High rise single - 481.4 ft/lbs @ 4700rpm, 536.2hp @ 6550rpm

    With a 248@50 roller cam lobe too, be fun to see how small a roller cam duration wise you could put say on a 355 VN deal and still be able to go 6500+RPM ...
    Last edited by paulzig; 31-01-2019 at 06:23 PM.

  5. #80
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    So in respect to those numbers. Was that a case of not enough plenum/runner volume on the dual plane which moved the peaks up the rpm range? Heads must not have been the limiting factor?


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  6. #81
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    Quote Originally Posted by Castiron355 View Post
    So in respect to those numbers. Was that a case of not enough plenum/runner volume on the dual plane which moved the peaks up the rpm range? Heads must not have been the limiting factor?


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    Its an odd result, you'd expect the dual to have the singles TQ figures but it doesnt... The single, really I would expect a 5000 TQ peak and a 6800 HP peak, but it doesnt.. Maybe it doesnt have enough exhaust duration and its smothering, not getting the residual exhaust gasses out and laying over a touch earlier than it should.. Hard to tell.

    That being said, you'd take the single plane TP over the dual hands down... The dual runner length may have been more conducive to that particular RPM with the cam and all

  7. #82
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    Okay cool. So these are signs of a cam that isnít up to the top end?


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  8. #83
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    hi
    Unless there are different tests it was based on a chev with all the different versions of the base model
    std performer ,
    performer rpm and the performer rpm air gap.
    Then trying to change a NON RPM GAP by cutting the divider came close to the air gap but not quite.

    For the chev the victor JR is similar to the Perf RPM air gap . The Rpm has a fat tq curve in the middle rpm range the vic jr cannot match .

    The vic Jr is an older design and needs tobe revised .

    There is no Edelbrok Perf Rpm air gap for early holden heads . The only thing that comes close is the Torquer D/P manifold
    Last edited by swampy; 31-01-2019 at 10:17 PM.

  9. #84
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    Well donít spoil it for me!! Havenít watched it yet! Lol
    I still reckon a stock performer would be the go. Plenty 2nd hand getting around. TP is still a big investment.


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  10. #85
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    Like it says big cam, great heads. The performer went alright the old girl. It has to be a good build for a single, which it is. Someone must have this test bookmarked from a long time ago
    Last edited by CircuitVK; 31-01-2019 at 10:15 PM.

  11. #86
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    Hi
    After looking at the dyno link
    Its going to be a Eddy Performer or if I win the lotto a TPower DP

    Any used Edelbrok performers laying around 4 sale ????

    The Redline Tork Power and Edelbrok Tork power are off the table .

  12. #87
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    Quote Originally Posted by swampy View Post
    The Rpm has a fat tq curve in the middle rpm range the vic jr cannot match .
    In that particular setup yes, but like I mentioned if you changed the cam in the single plane whos to say you cant match or exceed the TQ in the middle, without actually doing that you cant make the claim that the airgap is better in the 'middle' 'low' or whatever 'range' you like.

    Thats almost confirmation bias...

  13. #88
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    Quote Originally Posted by CircuitVK View Post
    Like it says big cam, great heads.
    The better the heads the less seat to seat duration you need for a particular RPM vs a lesser or smaller set of heads..

  14. #89
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    Hi Paul
    I agree the better the heads the lesser duration needed. But
    Camshaft matching inlet manifold is on show .An airgap gives a better signal to carb via length and size of runners for better cylinder filling at xxx rpm . Starts with a huge surge at say 2000-2500
    In a single plain I suspect there is only a small chance with a bigger cam a s/p would improve surging volume of cylinder filling at low to mid rpm levels .
    Only if the perfect cam was selected for a single would it work . =a lot off dyno type with unlimited cams


    We are only talking about this, why because the Dual plains are catching up with the entry level single plains . The DP are almost copying the SP design eg raised runner and increasing plenum volume .
    Raises 2 questions
    1/If the victor Jr were redesigned would they be better again ???
    2/ If a dual plain for a chev was designed for a 400 chev it would be a single plain KILLER

  15. #90
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    Weber’s have no plenum and minimal runner length hence volume
    They obliterate all competition
    Dual planes are third best at best
    It’s the law of diminishing returns
    And they look like a pregnant snake

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