Not sure if the money spent is going to be worth it. Depending at what rpm you shift at the rpm airgap is good to 6500. Stay away from the china crap. If you peak rpm is good to 7000 plus use the victor jr. if it is in the 6500 range, stick with the airgap. JMO....

 

I wouldn't hesitate to use a good big runner single plane on a 406.

 

That was kind of my thinking but wanted to get some opinions before investing in another intake. It may not even matter no if the 409 is toast now!

 

How are the valve spring pressures holding up at hi rpm?

 

Bigger is better on a big small block. A Victor is a good choice

 

How's your scavenging in the upper rpm's? Maybe you're looking on the wrong end of the system..

 

VicJr. here 406ci,10.2:1,shift 6000-6500 depending and no problems on the street.

 

Weiand Air Strike...

Apparently the new dual-plane Weiand Air Strike's are making some impressive debuts against single plane intakes on the dyno.

There was a dyno test done over on ChevyTalk not long ago, where they tested a new 8501 Weiand Air Strike (similar to but an advanced design over the RPM AG-type of intake) against a Super Victor on a 377ci engine. The engine made about the same power at 6800 RPM for both intakes, 555 HP. But at all points up to 6800 RPM the Air Strike beat the Super Vic, which was a big surprise. Tuning was done with 8 wide-bands. This is the new 8501 Air Strike that seems to be the talk of the town as of late:

When you can beat the output of a Super Vic all the way up to 6800 on fair-sized engine like 377, someone has done something right in the design.

Next up, the same guy did a dyno test some time ago with the new Weiand 8120 which is this intake, designed to compete against the Performer and EPS manifold:

The dyno test was on a ZZ383 - which GM recommends a single plane like the Super Vic - with a big hyd roller. It made 480 HP with this 'small' Weiand dual plane yet in the process "smoked" every other intake they tested up to 5600 RPM. Apparently even the designer of the intake "couldn't believe it." The moral of the story is, you can't just say use a single plane anymore. Technology is marching forward, and the new era of dual planes from Weiand is showing up the much bigger single planes in even large cube small blocks, giving both higher RPM HP and more torque over the single planes with these new advanced dual plane designs.

I currently run a ported Vic Jr on my 408, but I am thinking of buying an 8501 Air Strike and put it up against the Vic Jr in the spring when the tracks open, and back to back test them at the track to see what if any gains I might get after tuning as best I can for each.

 

If you have the cash, try the single plane manifold but i would not be surprised if you did not pick up any et or mph. JMO though

 

I'm using a motown 1 plane on my 406, I really like it. It picked up from my holley strip dominator.

 

Those intakes are superceding the old Holley 300-36 type..

I want to say Doug at Weiand talked about them recently on the Boards. Hope I got this right??

pdq67

 

I appreciate all of the replies!

I should have been more specific, I have the Dart KoolCan dual plane which is very similar to the Air Gap. I gasket matched it to a FelPro 1205 when I was running it with my old ported 462 heads. I now have the Canfield 215cc heads and the ports are a good bit larger. The ports on the KoolCan just look really small and I can't help but wondering if it isn't holding the 409 back.

Dirt.......Should be very interesting if you get around to doing the backa to back with the Air Strike.

ZLD.......NOt sure on the spring pressures, the heads were fresh from Canfield and setup with 1.440 dia springs specifically for a solid flat tappet cam. I would not expect issues in that area already at 1500 miles but I will certainly check them before re-installing the heads.

onova........if by scavenging you mean the exhaust side I have looked there a little. I was running a 2 1/2 Flowmaster system all the way out the back however they were not mandrel bent pipes. The tails were ugly and full of crimps reducing the ID substantially. For the last outing at Byron I cut the tails off right at the back of the mufflers.

 

onova........if by scavenging you mean the exhaust side I have looked there a little. I was running a 2 1/2 Flowmaster system all the way out the back however they were not mandrel bent pipes. The tails were ugly and full of crimps reducing the ID substantially. For the last outing at Byron I cut the tails off right at the back of the mufflers.

I'm referring to the six feet of tubing that's closest to your heads on the exhaust side, just like the intake manifold is the tubing that's closest to the heads on the intake side. If you get the tubing closest to the head configured right, the rest of the system will have little effect. We get well over 400 rwhp from our 331" SBC with 2-1/2" shop-bent tailpipes going over the axle and out the back.

 

Tom in your case I've seen the car and seen it run.
Run the single plane. Although I prefer the Team-G over the Victor or Victor Jr. Do some research and see which really flows the best in the 2-7k ranch your using. It is a close comparison, but with all the different models out there some flow better than others at certain rpm levels.:beers:

 

If it was a bit more radicle I'd say look at the GM Performance Parts PT#10051102 or the Super Victor.
But it's kinda mild so I don't know.Your call.

I had my eye on the Motown ( I've never personally seen one) and read what I could about it, including posts on boards.
The Motown intake is pretty much a copy of the Super Victor with a few changes.One being the raised shape of a dog bone on the plenum floor to help direct flow.Where the intake meets the head ports the gasket size is supposed to be about the size of a Fel Pro 1205 gasket.The runners are also supposed to be a bit further extended into the plenium helping the bottom and mid ranges.

Because of the mildness and the cubes the Motown MITE be the way to go.

 

I`d keep the dual plane. Try different spacers on it.
Our 406, built similar to your motor, and in a Camaro like yours, had an Air Gap on it.

With some finesse I`m fairly certain 11.30`s were in the bag. 12.30`s is on the slow side for a 406, I`d look somewhere besides the intake, somethings not right.

 

I`d keep the dual plane. Try different spacers on it.
Our 406, built similar to your motor, and in a Camaro like yours, had an Air Gap on it.

With some finesse I`m fairly certain 11.30`s were in the bag. 12.30`s is on the slow side for a 406, I`d look somewhere besides the intake, somethings not right.

Steve, i have been trying to get this point acrross a couple times in this thread. I go unheard:boring: I am almost willing to gamble there will be no gain with the intake change. The money spent could have went where it was necessary to make the setup work properly. In my opinion, i would have used a cylinder head with more like 180cc intake runner with max 200 cc with that motor setup. These are just my opinions....Doug

 

With that combo I would suspect that there won't be much difference in ET between the SuperVic and the RPM Air Gap. If the converter is loose (flashes over 4000) then I'd say run the Super Vic for sure, if the converter is tighter (say less than 3000) stay dual plane. In between and you probably will be OK with either.

JMO

 

" We get well over 400 rwhp from our 331" SBC with 2-1/2" shop-bent tailpipes going over the axle and out the back."

onovakind67,,,,,, What cylinder head was used on this motor?

 

Some old as-cast AFR195's angle milled to 56cc's. Bought them off eBay for $800.

 

thrasher,

You mean a cast-in-place, "turtle"??

pdq67

 

Turtles. http://www.brodix.com/parts/turtles/turtles.html
Not quite shaped like that and it doesn't have ridges in it like that either.
I saw a picture of it once but can't remember where I saw it.
It was shaped like a dog bone.

 

Here man I found a fairly good picture of it http://www.worldcastings.com/prods_pages/add_info/061040_002_keyfetrs.htm

For his application I'd try this for sure.Look at how far those runners are extended.The most I've ever seen from a production piece.Sure aftermarket porters and such extend them.But it cost's good money to have them do it.Why not purchase the manifold with it already there?

Still waiting for the aftermarket to step up and do it too the little single plane intakes like the Victor JR. and the Weiand 7530.
That picture sure has me wanting one again.

More info http://www.worldcastings.com/prods_pages/add_info/061040_001_more.htm
http://www.worldcastings.com/prods_pages/061040.htm

 

Doug.......your not going unheard at all. Looking at all the pros and cons here but still wonder how the 1500-6500 rpm range is developed by the manufacturer. There has to be some relationship to the cu in of the motor. Would this same intake feed a SB454 at 6500? Or is that 6500rpm more in line with adequately feeding a SB350?

BigRed.........I would love to be running a full second faster than I am, what is your 406 combo and what is the running weight of your '78. My Z currently tips the scales at 3800# with me in it and a full tank. I am considering spacers for the intake, I saw one the other day on HP TV that I believe was made by HVH that showeose a 20hp jump in the application they were running on the dyno.

Eric......not running a matic here, I have a Tremec running back to a 9" with 3:70's. I am still working on launch technique but I usually launch around 3500-4000 and so far on M/T DRs I have managed a 1.72-60', I know there is room for improvement there. Would having a manual change your opinion on the intake?

 

I am kind of up in the air on your combo Tom. I tend to lean towards the dual plane if right in the middle when driving a stick (helps with clutch engagement when driving easy) but you also have plenty of gear (2.87:1 1st with the TKO) and large heads. Those 215 Canfields probably want more like a 1206 gasket and there aren't any dual planes that would match up well that I am aware of. The 3.75 stroke also adds a lot of TQ and you can get away with bigger ports than a smaller engine without loosing TQ.

I would give the Super Vic a shot and see what happens.

 

I agree with Eric. I have a 408 with 197cc Canfields that have been ported. My own personal experience I went from a box stock Victor jr. to having it ported to match the heads. (1206 gasket size) And picked up a solid tenth at the track. If I were you I'd buy the Super Victor. Good Luck!

 

69 RS 408 sb Canfields, Comp. solid cam, TKO, 373's
Best ET: 10.87 122.49 mph with auto. trans.

Am I missing something here..TKO with auto. trans ??

Impressive times though :thumbsup: please post the details

 

A 1206 intake gasket is what Canfield recommends for the 215 head. If I keep the 409 I may try the Super Victor. Right now I am not sure on what will happen with the 409 as I hava some serious cyl scuffing issues that I have a post going in the engine section on. Since the 409 is already +.040 don't know if I can go another .020 safely. I have a std bore 350 4 bolt block that I might build a 383 with, not sure cuz I like the extra cubes!

 

Well good luck with the scuffing issues. Not sure what your cylinder walls look like, but maybe you could clean the walls up with a light hone and have a new set of pistons coated on the skirts to tighten things up a little.