I've swapped to an Edelbrock RPM Airgap and am curious what your results have been using this intake.

What's your shift RPM? What is your best ET/MPH for the 1/8th, 1/4 mile. I'm hoping to see a few hundreths improvement over the Victor Jr. Are your AFR's the competition prepped or standard race prepped units?

Thanks.

I don't have direct comparison between intakes so I may not be much help. I also don't take my Camaro to the track but I can tell you that I feel much more comfortable driving my S/G Vega than I do when I get into the throttle on the Camaro. It will smoke the BFG's for as long and as far as I care to (or can keep it straight). I have no complaints with the AirGap. :D

Huh, somehow I thought I remembered you getting 118 MPH in 5000' air. Must have been someone else.

I have the airgap and like it alot. Good off idle response compared to the single plane on my other motor. It doesnt loose alot on the high end. I think its the best fit for a street/semi-strip engine.

If strickly strip/semi street, go with a Vic Jr.

I have one on my L78 and haven't had any problems.

I think maybe that was me you had talked to . . . but I went the other way - from a Air Gap to the Vic Jr. The Vic Jr was .05 faster on my car and it picked up 1 mph if I remember correctly.

Let us know how it runs, I'm curious to see if other's results are consistent with mine.

Eric,
I don't doubt you lost MPH but I bet if you look at the timeslip that your 60', and 330' and maybe 660' were quicker with the dual plane. If they weren't I'll bet it was because you couldn't hook the torque. I believe you eluded to traction problems with the dual plane.....Right? If so, you were quicker with the Vic only because you couldn't hook with the dual plane.

Love it. Heat is your car's biggest enemy. A nice, cool and dense fuel charge is always nice on a summers day.

Originally posted by 40Coupe:
Huh, somehow I thought I remembered you getting 118 MPH in 5000' air. Must have been someone else. Actually, it was one pass @ 115 on street tires. :rolleyes:

I find it very amusing how you guys talk about picking up .05 or a mile an hour by changing an intake. Please, if I fart during a pass it could change that much. graemlins/clonk.gif If you can figure out that your car picks up half a tenth by changing an intake you should be a track champion making a bunch of $$$$. :D Maybe the wind just changed direction a few degrees or a mph or so. :confused: Eric I respect you alot but I don't know who you think you are kidding. graemlins/boring.gif

With all due respect Mike. If I pick up .05 from this intake swap I'll know it, know it for sure and without a doubt be able to attribute it to the intake.

The car has ran a best of 7.15 and that was in >1200 feet of air with a decent tune up. There could be another .01 or .02 in tuning but that's about it. If you've been racing much at all .05 is a HUGE improvement, especially in the 1/8th mile. I've got enough baseline passes to know and I never change more than one variable at a time. I'm not saying I'll pick up anything except some 60 foot with this swap which I hope translates into some ET. If it goes a 7.10 with the intake swap then I'll know for sure it was the intake. There's nothing hard to believe about it.

Right back at you with the respect thing...
We weren't talking 1/8 we were talking 1/4 and regardless unless your car runs within .05 EVERY run than you are full of crap. Did you know that it takes .5 to blink? Hell my 60' varies more than .04 based on track conditions, tire pressure or how I launch it (+/- 100 RPMs). And now you want to talk about a hundredth or two? You been hangin' out with them BSE freaks again? How much money have you won this season? Where are your Wallys? You better worry about tenths and let the hundredths take care of themselves. PULLLEEEASEEEE. graemlins/clonk.gif

Mike,
You can worry about what you like. I'm worrying about hundreths. My 60 foots are always between 1.556 and 1.540 so my ET does not move around as you suggest on a given night.

So how much quicker will my combo be in 60 foot and 1/8th mile ET going from a Vic Jr. to the AirGap?

I would think the AirGap would "come on" at the big end, rather than at the starting line. Both have viable arguements about the effects, but, I'm thinking apples to oranges, 1/8-mile-to-1/4-mile. Car would be set-up different for 1/8th than 1/4th. I can see where one would want max torque for one track and max hp for the other.

I personally go for max hp, I love to mph. But then, each to their own opinion(s).

My dad went from the victor to the RPM and he picked up, im not sure how much but it was enought that he kept it on. If you know you`re car and make a run before you change it, or have a run with comparable weather you should be able to tell if you`re car picked up. 69rs/ss350, if you really run super gas you should have enough data that you know how much any change makes. Plus if you go down you`re time slip you can see how much of a change there is, tahts how you know where you picked up. You should know that.

I agree it would be difficult for me to weed out all variables to know only the intake caused a .05 sec drop, but there are MANY people who race more than I do who can definetely recognize that difference.

Remember, there are some cars out there that are so consistant it boggles the mind.

69RS/SS
It may take you .5 sec to blick and a .5 sec is also around:
"3 CAR LENGHTS",
so dont say that thats not alot, even .01 can be a fender! There's alot of Super Stock guy who would love to get a .01 on their competition.
If you look at it in a "distance" perspective its easy to see how much it really is ;)

Originally posted by 69RS/SS350: :confused: Eric I respect you alot but I don't know who you think you are kidding. graemlins/boring.gif [/QB]If you respect me why would you make such an idiotic comment graemlins/angry.gif

40Coupe, I'm not recommending you go one way or the other only relaying my experience - interpret it how you want.

To clarify, the Vic Jr makes slightly less TQ on my motor from 3000 to 4000 RPM. This seemed to lessen the tire shock and my 60' CONSISTENCY IMPROVED, and ET's IMPROVED SLIGHTLY which is important to me since I am bracket racing. That's not to say your chassis will react the same way - the Vic Jr seemed to move power up in the band where MY CAR can use it.

Think about this for a second: How long during a 1/4 mile pass are you BELOW 4000 RPM where an Air Gap beats a Vic Jr (assuming a 3 speed trans and 3000-3500 stall). For me only the 1st maybe 5 feet. Then its shift at 6200-6400 and recovery RPM back at roughly 4500 (I don't usually look). The Vic Jr clearly makes more HP higher in the band than the Air Gap ON MY MOTOR and the extra MPH seems to back that up.

When competing in the 1/8th (as I believe 40 Coupe is) that launch is critical IMO --- maybe the Air Gap is the right manifold for YOUR combo . . . I dunno.

PS. a couple of you guys need to lighten up a bit.

I tend to look at it the same way Eric does, make power (TQ & HP) in the
rpm band that your engine spends the most of its time in - while going down
the track. And also since I like streetcars, I like to make more top end HP
then low end TQ anyway - because, without a good sticky tire and a burnout
a car is just hard to hook on the street anyway, so you have to pull on the top
end. But, in the 1/8 mile I could see the 60ft being more critical, so I'm interested
in seeing if 40 Coupe picks up a bit et, I would be surpriced, but I think I've been
wrong before - just once maybe. graemlins/clonk.gif graemlins/clonk.gif
Arent you guys glad that there's more then just one way of doing thing:
You can do it with a dual-plane, a single-plane or a tunnel-ram, or EFI ......

Not sure what kind of difference it makes, but i have heard some saying you don`t want a single plane on the street? Y is this? I know on my dads car the air gap worked better because he tries to get the most MPH with the least ET. So he has a motor that goes 125MPH at only 11.70`s, so for him hes in the lower RPM`s, he only shifts at i think 5500-6000, so for him the lower RPM Manifold worked better, as you guys said, it all depends on you`re application.

NHRA
Thats a tuf one to answer, because of so many diff. variables.
1st - its just a myth! People assume that a street motor cant use a single plane.
or will like a dual-plane more, but the fact is that there are too many differences
in diff. engines - like displacement, rpm band, cylinder head flow, cams.....
For the most part, yes with todays well designed dual planes like the RPM,
it will be the best intake for most street engines, because it makes good power
from down low to 6500rpm. But also some people never even get on it, so from
their perspective they dont even need an RPM, and down play a single plane.
Others like myself, like to get max power/performance out of a car, and
dont care how much/little low end TQ a engine makes - its plenty to cruise
around on. (theres hondas with 50hp - they get around) Not all motor will like
a single plane, once you have a healthy street motor, a good dual-plane just wont
be able to feed enough air, it will be a restriction. My car picked up by going from
a Team-G (single plane) to a "bigger" Dart single plane - it all depends on what the
engine wants and how the car is set up. I plan on going with a tunnel-ram once I
go thru the engine, there are some who'd say - that it wont work, will slow down,
and so on. But most of them have never had much experience with one, so they
cant say this from their experience. Bottom line is you have to research it, learn
and find out for yourself - not just go with what everyone says.

Thanks alot. Since you mentioned the tunnel ram, i was reading about a post on tunnel rams not too long ago on a different site, they gave quite alot of good info. If you want i can let you know the site.

well said 67rs502. anybody that broad brushes "X intake is the best for the street" is not thinking clearly. there are so many variables its not even funny. i like building a motor that makes grunt naturally, like my 406 as far as smallblocks go, and use a good set of heads and a single plane, and let it spin. best of both worlds, imo.
perfect example from a racing standpoint, the car i wrench on for my buddy, runs a sheet metal tunnel ram, and another buddy of ours that races has a single carb set up, and has run almost as fast for a best (his 7.99 to our 7.87), and consistently runs near as fast in qualifying, as well. just depends on the motor, and other chassis variables.
now, as for .05 not meaning much, i would have to disagree. sure, if your just ou thrashing the ride for a best et on the weekends (nothing wrong with that ;) ), half a tenth plus or minus is not a bunch. even some bracket classes you could get away with +/- .05 and win, for awhile. but last weekend in the class we were running, with my buddy's pro street class car, .07 was the spread of the field, about 10 cars. so from our fastest qulifying 8.04, to the slowest cars 8.11. with our 8.04 we got a bye run, best side of the bracket, and eventually lane choice in the finals. this stuff is important in a class as tight as this. it all really depends on what your setting out to do, race for fun, or win. just my opinion, of course graemlins/beers.gif

67RS502-
You bring up a good point about the Hondas - they make little torque down low, and whatever power they do make, it's up on top. BUT, remember, those cars are geared for it. Some of those cars, when the tranny is in a 1:1 gear, are cruising 60MPH at 3000-3500RPM. So, the lack of torque they make is 'made up' in gearing.

So whatever powerband you like, the chassis must match it.