I have a 5000 stall converter, 850 demon carb, victor jr heads and a cam in the 280 duration and .730" lift range turning 8000rpm, which intake will ultimately make more power? The Super Victor intake or the Victor E intake? The Victor E has a 4500-8500rpm power band and the Super Victor is 3500-8000rpm, since my converter is up in the 5000 range I figure maybe the Victor E is a better intake choice? Nobody offers any comparisons on different racing intakes so I'm looking for someone who can tell me which is better, the Victor E is only $225 which is $25 more than the Super Vic. Thanks guys.

 

the Victor "E" is a very good intake for hood clearance problems like NHRA SuperStockers i've used Victor "E" on 305 cid to 355 cid w/QJets in heavy cars 5000 to 8500 rpm ranges it works very well with flat floor.. mixture distribution is very good

the type of engines i do , i can't use either of those intake manifolds out of the box, i wind up doing a lot of work to each
depending on application

the Super Victor is the better manifold , but its possible you won't see that till you modify it and use it on a set of heads that will need it.

the plenum on a Super Victor needs a lot of work to keep up with a very good set of heads .... i usually see +25 hp gains reworking plenum

 

I have limited experience with intakes, port matching is as much as I've done, so I don't know what I would need to rework to realize its full potential and a $500 CNC intake is out of my budget right now - so my options are "Super Victor out of the box" or "Victor E and open up the ports to match the 1206 gaskets" - the heads will flow 300cfm. If these were your choices, which do you think will give me the best result? Thanks

 

Also out of the box, how do these intakes stack up against the holley keith dorton/brodix/dart intakes? They are alot more expensive so wondering what the advantage would be.

 

http://www.maxracesoftware.com/DSC00017.jpg

that picture is of SuperVictor (but for 1050 carb) along with heads like yours in background (Edelbrock Victor Jr)

just compare plenum mods to a stock out of box plenum on Super Victor will show you extent of rework.
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out of box => it will be close , but the Victor E should be slightly better , especially if your heads are out of box
or don't have a lot of porting work on them

and what size engine ... CID ???

 

It's a 383 stroker, heads have some port work done to them, flowbenched 300cfm, 285cfm is the out of the box number but we never flowed them out of the box.

 

my FlowBench is very conservative

300 cfm measured on my FlowBench would require a minimum carb size of 1013 cfm to max size of 1235 to keep up with flow
with cam like yours ..or there will be a HP loss topend with 850 carb


but its very possible that 300 cfm on another flowbench would only need an 850 cfm carb


another intake worth mentioning is GM Bowtie intake .
this intake likes at least a 1 inch spacer on a combo like yours and most probably 2 inches would be perfect if hood clearance not a problem

same with HV Brodix intake
the HV Brodix is slightly better out of box than Bowtie, but the Bowtie will make more HP later on if you get seriouswith heads

out of all the intakes we discussed, the Super Victor in reworked form will easily out perform the rest, but on a set of good heads

 

I'm not sure how the heads were flowbenched, it was done by a place in Nevada. I don't have a carb for this setup yet, since I'm going from a tunnel ram with a 255/255 .613/613 cam to a single carb setup with this new cam and all the information i'm seeing is telling me 850 may be on the big side of things - do you think I would be better off going with something like a 1050 Race Demon? Or a 1050 Dominator or King Demon carb? Which in turn would mean I'd need to go with a 4500 intake. I'm pretty confident with a die grinder and porting bits, i've just never attempted to actually port an intake, but I am definately willing to give it a shot so I'll be going with a Super Victor, now that you've brought up the carb issue, i need to decide on the carb style before I buy the intake, so any suggestions are more than welcome.

 

its easy to snowball this stuff ...so think about it carefully

1st) if you did decide to go to 1050 ..use an out of box HP-1050
annular discharge carb instead of putting a lot more money for minimal gains of a modified carb ..not cost effective

if you think you need a carb bigger than 1050 , then don't send your carb out to some one to make it a 1250 , just go buy another stock out of box Holley HP-1250

likewise if you think your 850 is too small, don't send it to anyone to make it a 950 or 1050,..just go get a Holley stock out of box HP-950, which by the way is a very good carb
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if your converter actually stalls 5000+ rpm and your gear ratio is correct for application, then with real 300 cfm heads and your cam, it would love a HP-1050 out of box carb

if you look at stock plenum the way Edelbrock designed the Super Victor..you will see that the 4 runner divider walls come into plenum so far they choke off the 4 inner runner airflow at high RPMS on good heads/engine combos..it won't be such a loss or no loss on warmed over or out of box heads

another thing to look at is what Edelbrock did with Dominator style Super Victor plenum ,..they purposely surrounded 1050 throttle bores with clover-leaf pattern in order to pick up carb signal . this allows the intake to cover a greater range of marketing applications

but its wrong if you want to make serious HP/Torque on a good set of heads

don't do what i did in that picture yet, just port match a gentle plenum work, don't remove clover-leaf till heads can use those mods ....also when clover-leaf is gone the roof radius into intake manifold runners become very important .

and i'd think about making the 850 carb work for you, unless you want to max out your combo

it just depends on how fast you want to go ?

 

My goal for this motor is pretty much "do as much as I possibly can below 8000rpm with the heads I have and without spending a ridiculous amount of money". Had I bought these heads more recently I would have chosen a set of better flowing heads but since I have them and have barely used them, I will do what I can with them as they are now and try to max everything else out. My only concern is that I don't want to over-carb the engine, I'd hate to buy a 1050 carb and figure out I only needed an 850, but with a Coan 8" 5000 stall converter and 8000rpm, I don't see why a 1050 wouldn't work, considering I was running dual 660's on the tunnel ram, but a tunnel ram has a whole lot more plenum volume too.

 

886.6 cfm = 383 cid * 8000 rpm * .000289352
at 100 percent ve

but a good set of heads should have more than 100.0 percent Ve

Holley carbs and all 4 barrell carbs are CFM rated at 1.5 inches Hg.

but anything over 1.0" Hg starts to act like a restictor plate
so by the time you reach 1.5" Hg , you are definetly loosing HP/Torque

so to account for this effect then equation becomes;

Carb_CFM = 383 cid * 8000 rpm * .000289352 * 1.22

Carb_CFM = 1081.6 cfm at 8000 rpms
Carb_CFM = 686.0 cfm at 5000 rpms
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avg carb required = 878.81 cfm at 6500 rpms

it just depends on how fast ET/MPH, converter/gear/weight/ etc as to how quickly engine accelerates between 5000 to 8000 and more importantly, how "LONG" and "WHAT RPM" the engine RPMS stay at the longest during Drag Strip run

 

I think the HP 950 would be a good starting point for this motor then, I can go up/down later if needed and the cost of the 950 isnt much more than my original carb budget. I need to be up early so bed for me, I appreciate your input on this decision Thanks!

 

Oh before i forget, is there any benefit to a dominator over a HP 4150 carb? Both are same sorta price range.

 

Great choice ..good nite !

 

Good posts Larry, couldn't agree more.

You could always go with the biggest 4150 in the HP-1000, that's not going to require any modifaction to the intake to run either.

Bret