I'm so sorry for your loss. I am looking forward to your collaboration with Eric, I've wondered about this myself. After all a Engine is basically a air pump. Thank you David for sharing your knowledge, it was because of your book that i was able to build my first sbc almost 40 years ago! Thank you so much!
DV, hope you are feeling well. I'd really love an in depth article on the plenum work. Maybe even actually showing it being done. Thank you for the many years of work, articles and book. ❤
I have seen/read HUNDREDS AND HUNDREDS...of articles about 2 plane intakes. Many by DV himself. But for some reason this particular video really clicked inside my brain....AFTER ALL THIS TIME! I have tried over the years, in a very crude manner to modify factory 2 planes, with noted success, on stock engines. Noe DV and Eric W are working together.....this should be fun.
You need to modify a 4 hole,..2 inch tall spacer by ,leaving the holes alone on the drivers side, but cut out the divider between the holes on the pass. Side so that it looks like an oval race track, this equals out both plenum sizes.will need slightly more jet. With jet change and this mod, honestly, my 406, with air gap dart 200s, with 2.05s .654 lift, ft. Sounded different, and went up 20 HP. Dyno man said he had not seen this .
When you say the "Driver's side" of the dual plane intake manifold, you're talking about the LOWER part of the plenum ---- right❓ Sounds like a very cool idea thanks 👍
More of the wonders to be created with a die grinder and a Master to guide it's path. Thank you Master, for so many years of wisdom in guidance. Keep it comin'.
Thanks Mr. Vizard, youre a Wizard of knowledge, and i donno what happened to your presumed grand baby, but she was a beautiful young lady, and its good to see such a talented man keeping his loved ones memories alive via any avenue that they can. God Bless
His daughter, believe it was suicide. Few years ago a young coworker to his life unexpectedly. When I met his father he worked for premier Hot Rod shop. I never knew...Too many lost to depression/suicide. It's tragic
@@chrismathes3647 i assume you meant her dad? what a shame though. only reason i didnt commit suicide when i was going through over a decade of sever depression, mainly cause by a head injury and major cystic acne cratering my face like the surface of the moon, was my dad telling me he could tell i was just a sad person, but if i were to do anything it would hurt the whole family to the deepest of the world. i understood that, and it really did motivate me to just keep going. it may not work for everyone, but as soon as i realized and came to the conclusion that i was being sad on purpose, and deep down finding some solice in being sad all the time, i made the decision one day to just be happy instead of pretending to be happy. my life changed in one day, and between that hard realization, and my dad telling me how bad i would hurt, and was hurting the family, by being depressed all the time, i turned it around and came to terms with reality, and stopped being a victim, and made the world my victim of kicking ass and taking names everyday in life and work. i wish more people had a similar story. especially young ppl going through the most difficult time of their lives which is puberty and young adulthood
Never before did I ever hear of anyone point out in detail the proclivities between dual plane and single plane manifolds and the benefits each type has to offer as it relates to flow and power. Great job as usual David!
Absolutely love all these videos, just found them a few days ago but are hoping to watch them all. Now subscribed and liking everyone of them. Just so much great info . Thanks so much David V.
Back in the mid 70s I had a 454 with a c454 duel plain manifold from Edelbrock that was made for a dominator, had it in my 70 Chevelle risky cam square port head's it was a great setup loved that combo.
Mr. Vizard, Thank you for sharing your knowledge in video format with the world. As a hobbyist, the information you provide seems to go right over my head at times but I do eventually understand what you are trying to explain. your wealth of knowledge is helping me make decisions in my current build, and your books and videos will be frequented again during the next.
David great to see you and Eric having productive discussions. After seeing one of your previous EW videos youtube suggested one of his and I found him a sincere and highly capable performance expert. Excellent indeed that you two will join forces on a project! Hopefully it will have the expected performance and even better if Edelbrock adopted the design. LS engines are great but the big block platform can be physically stronger. Heck an LS manifold of similar configuration sounds great as well. Great picture of Jacque!
Thanks, DV, for providing technically superior, unbiased analysis such as this to the industry for decades. You have turned many incorrect assumptions on their head over the years!
Didn't forget guys a Ford 302 does in this same order then numbers are just jumbled around and the 351 one is just line Chevy with 4/7swap Glad to see y'all work out it, the whole world needs to see y'all's situation and use it for an example of how men are supposed to act
A 4/7 firing order swap in a 260/289/302 small block Ford can be accomplished by simply switching to a 351 WINDSOR camshaft with the same timing and lift specs as the smaller blocks. Do not use the Boss 302, 351 Cleveland or 351/400M cams. They have totally different lobe profiles to be used with 1.73:1 rocker arms which will not work in the Windsor heads.
Hello Mr. Vizard, I am doing a 4.3 1996 Chevy V6. Using Merc intake fuel injection but am going to try water instead, with a sniper on top. Have 3 of your books and read them several times and watch 0:00 videos of who you recommended. I made my own rockers out of parts, .95 @.50 clearance, like to tell you all about it. You are inspiring!
Are your aluminum heads for sale? Brodex? I don’t know how to email DV or you. I have short 1 1/2 SS primary’s with a non reversion cone in the collection for my 4x4. I think I need 1 7/8 primary but am going to run twin turbos. I am making everything myself. But I want to get it as right as I can the first time, low budget. Looking for scat steel crank for my even fire spladed 3.48. I wanted to know if DV crankshaft lightening applies to spladed crankshaft?
I wanted to check if drilling holes in between oil pump gears to shaft oiling is good DV didn’t cover that in oil pump data so I am not sure. I know the merc cast iron I am running is heavy but it has cross over long into huge plenum that I will weld a 1” special 4brl spacer for sniper. I am going to heat it for atomization and spray water at each injector on the computer. That’s the idea, think that’s too much water?
I have a Blue Thunder dual plane intake with a Dominator carb flange for a big block Ford 460. Everyone says a Dominator on it would be overkill, or way too much on a typical street/strip type of build. But I always believed otherwise, and your explanation really helps to prove this as correct! Heck, I might just throw one together with all the spare parts I have, just experience it for myself!
Excellent video David. I look forward to seeing your manifold at work. It makes sense!! I never realized the manifold design would rob the flow of the carb without modification. Your video just now has me thinking and I'm about to re-look at my manifolds on my engines. 👍👍👍
in 1970 I was tired of always having starting issues with my 1968 400 H.O. Firebird in the Winter..so I removed the Quad as it would always take several tries to get the engine to start.so I bought a single pump Holley 720 and cut out the stock intake and mounted a holly adapter on top During the cutting I had exposed the upper plane on the manifold so I dug around and found nice flat piece of steel it was just a little shy of the upper flat surface about a1/4 inch but i brazed it in place anyway.. I installed the Holly.. all it took was a kick the choke on and the engine would fire instantly.. never had any more starting problems after .
Mr. Vizard; this has been a wonderful video for me to not just watch, but also to learn about tips for the BBC two plane manifold. I just recently built a 454 and it is now 496 that went into my 1978 K20 Suburban. I am going to be pulling trailers and also doing off road driving with it. I went with a Wiend dual plane and a Quadra jet carburetor (partly because I am on a very restricted budget as a Disabled Vet). I then added a one-inch spacer that mimicked the carb outlets (two holes for each side. I also smoothed out the crossover gap for better balancing (that was what we called it when I was learning to do mechanics) of the cylinders. I am very interested to hear more about your work on the two-plane manifold as I would like to optimize it as much as possible. I also plan to put a Thermo-Quad on in place of the Q-jet as I think it will provide better atomization and flow. I will be looking forward to seeing the rest of this series. God Bless you and all the work you do to help the less fortunate ones to get the best from the equipment that they have.
Glad i watched this, thank you David. I was really considering upgrading my old Edelbrock performer rpm. Think I'll just invest in a good Holley and learn them. But i will say that Edelbrock 650av2 had been very reliable, not giving me one ounce of trouble in 6yrs
Hello David, This is the first time I watched one of your videos. I'm very impressed. Your conversation content is very informed, researched. Every decision made in engine building should be with the benefit of every research consideration to thereby develop ultimate performance. Blessings, Wayne.
Thank You for sharing your wisdom Mr. Vizard; we appreciate your experience and the desire to make motorsport a more informed hobby for those who want to know the nuances of ICE theory. I'm sorry for the loss of your late daughter, we appreciate that is may be difficult to share her likeness in your videos. You're a class-act Sir. Subscribed & LIKED!!!
Thanks for all your information! I watched some of your videos about sbc stroker motor s. I had issues with head selection and rocker arm ratio. I have built a few sbc with no issues. But a stroker motor had a few challenges I didn’t see coming. I had the wrong springs and rocker ratio. My motor runs so good now ! It does things I didn’t know a sbc was capable of! I have a K 5 blazer lifted and 73 suburban 2 wheel drive with SbC so much fun
I don't know Mr Vizard,I've flowed a 310 cfm head with a edelbrock rpm attached and lost 50cfm ,also runners in a duel plane pull a very hard suction on each other unlike a 360 intake.The key to making the single plane out torque the duel is keep carb small with annual boosters.Good luck with Eric,he is a cool dude
Interesting video, been following you for many years and watching EW's video's for a few years. Made quite a lot of comments and asked questions on EW's video's, particularly when he's gone against everything I've learned from you. Great to hear about a collaboration.
Thanks Dave. I look forward to your videos about performance. I've always thought the factory overlooked a potential improvement in their fuel delivery. I suppose we all should make room for improvement. (learning new things)
👏👏👏 if edelbrock doesn’t I’m sure someone will. A hot bb with dual plane low speed 😮 and more top end too. You sir not only have cake but your eating it too. I can’t wait to see this.
So very sorry for having her taken so soon. I really enjoy you and your channel I subd.. I like adding an open spacer to the top of dual plane intakes. 1-2" sizes. I notice a little stronger pull, throughout power range. No cutting needed.
Had a 565ci BBC built in 2013, Victor Jr manifold made 735hp 675 tq, also had an Air gap dyno on the same engine it made 672 hp and 680 tq with the torque coming in about 900 rpm sooner, both run with a Pro system 4150 Holley. Can't wait for your test results.
On my mildly built AMC 360 powered CJ5 I port match my Edelbrock performer intake, reduced the divider and added a 1" phenolic carb spacer. I then added a brand new Edelbrock AVS2 carburetor. I chose the AVS2 carb for its drivability and possible added fuel economy because my CJ5 inevitably had become my daily driver simply out of enjoyment of driving it. But the performance increase over a non modified Performer intake without a spacer and with a excellent working AVS carb of the same CFM is shocking to me. I knew there would be some increase understanding the physics and operation of Internal combustion engines and the different flow characteristics between single and dual plane intake manifolds. But I didnt expect the performance increase to be as substantial as it is. It's easily noticed in the midrange and upper range of RPM . I would surmise its gained a measurable minimum of at least 15 maybe 20 hp at peak rpm and a easy 10 to 15 maybe on average hp throughout the 2000-5500 range . The bottom end while not losing any power seems to have a bit high peak for torque production allowing for more torque across a broader range of RPM. The next improvement is going to be a increase in air intake at a much cooler temp by installing functional hood scoop of some type. Which should also aid in the cooling of the engine itself by adding cool air increase to the engine compartment as well. Just working that dual function design out on paper and trying to make it both function and look good.
Always great information David. Hopefully we will soon see 3D printed manifold runners and plenums designed around Solidworks or other sim programs. If you follow Mike Patey you might have seen the airflow sim work he was able to do when designing the double slat system for his Scrappy build. And btw you need to tell Andy he is having way too much fun in the editing room.
Wow That was interesting! Looking for word to the next video on the single plane. I also would love to hear about the big Block stuff. I have a 454 in my jet boat and it is going to get an upgrade this year. Keep it coming. I to really like Eric W also.
I've always went the dual plane route unless it's a drag strip only car. In my opinion they just out perform on the street/strip senerio. Torque is where it's at, hp is ok also but I've won alot of races making huge Torque where the other guys had alot more hp than me
Not always. On a 440 Mopar, I put a Carter TQ on a Torker II with quite a lot of blending (I was committed) and the results exceptional. For example the off idle throttle response was brutal. Now I played around with a few intakes including an M1 single plane, and a MP dual plane both with an 850DP and the Torker + TQ was the pick. It howled up top, had awesome midrange in fact the best of the lot and the throttle response fantastic. Afgain the off idle punch was hilarious - you wouldn't think from a single plane but sometimes they work well. Torker II's were known to be pretty good on BB Mopars though.
@@ThePaulv12 ,,,,,,,,,,,,,,,,,I'm 73,,,,,,in 71 I bought a tarantula intake for my 327.....The ads were in the best car magazines of the era,,,,,The torker l I design was to build more low end tork by raising the plenom floor........Guess what,,,,,Because I take my car history more serious than most,,,,,I found and bought both manifolds on ebay...........They hang on my shop walls.....DV is a father of knowledge,,,,,,I have more than a dozen of his books,,,,even bought his larest one for a young engine builder.......Port flow and testing,,,,or ,,I forgot.................anyway............................
@@ThePaulv12yessir. Most people dismiss the Torker II without ever trying one. I put an OOTB Torker II with a Holley 850 dp on my 440 with 440 Source cnc heads, 11.5 to one compression and a fairly small solid roller cam. With only basic tuning it ran low 11s @ 120 in a 3500# Duster and it was totally streetable. Exellent throttle response and and torque and it pulled hard to 6500 rpm. The ports were much smaller than the heads. If it was port matched and the plenum and runner cleaned up and went in depth with tunning the carb it would have run in the 10s around 125 mph.
This will be very interesting. You're right DV, too much performance talk and the aftermarket is going to the LS crowd. I've been watching your channel for a long time now. Ever since I found the "Budget Sledgehammer" article (which I still reference and suggest to friends).
I can't wait for this big block 2 plane test! And if it performs I really think it would sell. Who wouldnt want to show off a Dominator carb under their hood at the local Cars and Coffee or test and tune night! PS: I love the LS engine but feel a lot of guys are going to start wanting to do something different, ie going back to the "classic" engines for their classic cars.
We ported and modified a pump gas 8.2 deck 4150 sbf Super Victor that went on a 10.5 to 1 sbf 363 that had a mild solid roller cam and out the box afr 220 heads that made 650hp and 510lb torque and revved cleanly to 8,000rpm. The hp never dropped off. It was at 450lb of torque at 4,700rpm and 500lb of torque at 5,100rpm. Peak hp was at 7,400rpm and it held till 7,900rpm were the dyno stopped.
Hi David, I’ve been a subscriber for awhile now and I have really enjoyed your videos. I’ve been building all types of engines for over 50 years for myself and friends and for awhile I worked at a marina where I was a mechanic. Do you have a book out on the Chevrolet big and small block that would kind of cover the things you talk about? I’d be interested in purchasing one if it’s available. I was also saddened to learn you lost a daughter to depression, that is a horrible disease I myself have suffered with it in the past and it’s by the grace of God I am still here. Anyways I will continue to watch your videos and I’m sure I will enjoy them.
@@roberthollinshead2325 no l bought a 1/2 inch adapter from a friend and used that we blended it to the 4150 flange. We never took the car to the track but l must say she revved like a small block
I have an Edelbrock RPM Airgap on my 454 and it’s topped with a 3310 Holley vacuum secondary that DaVinci installed rear downleg boosters in and it flowed 820 cfm. At no rpm level is this thing lacking, from right off idle to 6000 rpm! It pushes my 4500 lb C10 right past all these modern day muscle cars with ease....
Just ran a 355ci with a Edelbrock EPS dual plane. It made the most power with the dyno's 750cfm Holly compared to my 500cfm Edelbrock. Even though the smaller carburetor gave up about 20hp, it picked up 25-30 ft/lbs from 3000-3400. Peak torque was the same but peaked slightly higher with the bigger carb.
@@TheAngryForest Interesting , that's a fair drop i carb size with the positives noticeably outweighing the negatives, all depends what number you're chansing eh.
I could see milling out the plenum of the manifold. And welding in another made from 1/4" and 1/2" aluminum plates, welded together. With extra weld to allow it to be milled and hand ground to appear as cast. A needle scaler can go a long way especially with a wire brush and some sand paper. Weld the floor into the manifold! In pieces first. So the porting can easily be done. The the top portion. It would be a great time to port the whole manifold. I wouldn't mind if the carburator flange area was about 1"-1.5" thicker than needed, (over where it ended up) so the manifold can be milled down if required. Possibly etch in lines in the dividers to allow them to be cut keeping the manifold performance near equal after being cut. Even tap the bolt holes extra deep. So nothing else needs modification! I love heavy modification of about anything. Especially engines! And engine parts. I wish I could get a job doing it. I need to learn some stuff. But I have ideas. And imagination. Can figure things out. Always worked on cars since I was a little kid! - id do it for about free, if I wasn't poor id pay to have a job like that! Have an AWESOME DAY, D.V. and everyone! ✌️
I'm looking at the mods on the ford intake and my question is would cutting down the center divider down as per picture (mark 21:38) as like an open hole plenum to the edge of carburetor gasket would that help or hurt hp and torque. I have not any access to a dyno everything is done under a tree (LOL) I enjoy videos like yours and copy what I see and can afford to my vehicle. Thank you and keep the videos in the works.
I do enjoy these videos they get you thinking about stuff like what effect overlap has on a blown engine. I like the idea of an airgap two plane manifold, but putting a dominator on a street manifold seems counter intuitive. Seems like your building a street engine with all out race parts, which leads me to question why would someone need that kind of power on the street. I wonder if the 4/7 swap would benefit such a setup and how does runner length work out, for a balanced package. Interesting stuff can't wait to see the results and Thanks for sharing your knowledge and doing testing most of us wish we could do.
I know getting a good Rochester Quadrajet to run great on a Chevy engine was at times difficult, but I ran one on an early LT1 that my brother and I built and I ran it from a dead stop and top end and never had a bit of trouble with it. I ran it on a dual plane intake manifold. In fact, I'm wanting to run another one on my current build and want to run an electric choke version. Any tips on what number to look for or what application? I'm running a dual plane intake manifold, 1998 Vortec heads, and a .506" lift Elgin Stage IV hydraulic flat tappet cam. Thoroughly enjoy your tech info!
The graphic showing stock GM, mid-60s, and current design are interesting. The 'current design' example resembles the stock Pontiac intake that came out in '67, based on a Supoer Duty intake from the early sixties. If I put an Edelbrock Performer on my Poncho, I would lose torque and HP across the whole curve.
Great viedeo. Thanks for that D.V. I've got an Edelbrock Performer EPS - nearly finished ported. Is the bigger cfm still needet If you use a 0.5"Spacer or HVH tapered?
At one time Team G offered a dual plane, Dominator flange, big block Chevy intake. I have not seen one in years, I don't know if they were oval port or just rectangle port. I think they were discontinued long ago, before Holley bought Weiand. The thing about a single plane on a big block making slightly less output at low speeds has actually been an advantage when I was running a car that could only fit a 9-10.5 inch rear tire. There was still more than enough torque to break the tires loose. I wish I could have gotten a chance to work with the vacuum secondary King Demon on some big blocks. Thanks for the video.
@@roberthollinshead2325 I have never seen one in person, did that become a Torker 4500? I have heard rumor or a C400 or C402, that was an oval port Dominator flange. But I have not seen one of those either.
Hi again David from Queensland Australia 🌏 do the little ridges on the bottom of the plenum serve much purpose? Have noticed they go in one direction on one manifold and the other direction on another. Am only just getting into understanding how V8 intake manifolds work, so this video was great to see and helped me wake up and get out of bed today 😀 so cheers David, "Knowledge kills Fear" a quote I got from someone, and I am learning heaps from you 😅
You need to have big pants to be able to influence a mythical oligarchie such as Edelbrock who pay's big money to there engineers designers. And I know you have the "push" to do it. They must respect you a lot and be amazed you surpasse it's team. There always looking to be the best and sell more. I can imagine your picture on the box saying, : "Now that's how BBC intake should be! A David Vizard and Eric Weingartner desing. Famous TH-cam engine rebuilter😊
The early design intakes had a sqaure corners in the ports purpose, to induce turbulence for mixing purposes as shown in countless early publications about manifold design. Remember they were factory intakes, designed to run smoothly by creating good atomization from that turbulence. Sure performance was compromised. But they were not stupid. Look at the Miller offy that dominated racing for uphteen years! When we didnt care about engine smoothness and focused in power, yes designs reflect that now.
What about the intake on a subaru SVX? or the Honda NSX? Or or, or. Id love to hear those explained!! Even vaguely. AND... i imagine, this is where VVT can offset the cons a single plane suffers at lower rpm & torque. I love learning, or "understanding" a lot. Thank You!!
I'm curious, have you ever experimented with vaporizing the gas so it runs on fumes to maximize it's use? I was thinking about a simpler way than Smokey's way, and perhaps better than running a bubbler. By running a stainless steel very fine mesh under a carb spacer, or the carb. sandwiched between two gaskets to help give the gas more surface area to evaporate from the temp and air passing through the carb before entering the manifold... if the mesh restricts, then just give it a shape to counter the restriction with more surface area, like how one can use a larger air cleaner to counter any restriction from the media.
You, David, are a true 28:54 master of Research Engineering and very literate and well tea😊d. Should have a nickname for you, how about Sir Dyno? Would like to do a 289 c.i motor based on a Mercury 5.0 block with long rods. Would it be worthwhile? Also would like to do another one with a 351 Cleveland block, 302 crank, and long rods, basically the Boss 302 Ford should have built! Another one would be a 5.0 using a 9.2" block with Windsor heads and manifold. How would I sell a TH-cam video to pay for parts, machine, and dyno? Love your decades of knowledge and would like your wisdom on these projects. Sorry for the loss of your daughter, an angel now.
Hi David . hope your doing well Sir . been busy but i still am getting my parts together to build the 383 you have shown . them parts are a fair dollar but i will have a David Vizard 383 if it kills me lol . love your information it is top notch . still praying for you Sir .
I stand corrected. I didn't realize bbc had the right side ports forward of the left bank. So order as shown is incorrect. I saw the extra bolt holes are also absent. Sorry. Bill
Dominator series 460 Edlebrock Performer manifold? And or BBC version Idle to 5,500 power band? Yes King David R&D fun - fun - fun If only we had the mini foundry set up to cast the carb base ourselves:) Then do some nice welding… O’ when it’s done Polish the entire outside finish:) Lots of flap wheeling and sand rolling:) Hand work too:) Anyone can buy expensive parts and bolt them together. But to properly do all the bowl work and area ruling on the cast iron heads… That’s the real test of the craftsmanship. Budget minded - Sleeper engines
Hi David will be fitting a holley sniper on to a dual plane manifold and the general consensus is that you have remove some of the plenum divider to make them run well (hood clearance may be a problem with a spacer) can you shed some light on this and how to figure out how much I will have to remove from the plenum divider if i need/should have to make this modification.
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Fun to see that you and EW found some positive common ground with a little communication and are moving forward with this project.
Forever young , nice to see Jacque’s pic , looking forward to see yours and Eric’s collaboration
I'm so sorry for your loss.
I am looking forward to your collaboration with Eric, I've wondered about this myself. After all a Engine is basically a air pump.
Thank you David for sharing your knowledge, it was because of your book that i was able to build my first sbc almost 40 years ago!
Thank you so much!
DV, hope you are feeling well. I'd really love an in depth article on the plenum work. Maybe even actually showing it being done. Thank you for the many years of work, articles and book. ❤
I have seen/read HUNDREDS AND HUNDREDS...of articles about 2 plane intakes. Many by DV himself. But for some reason this particular video really clicked inside my brain....AFTER ALL THIS TIME! I have tried over the years, in a very crude manner to modify factory 2 planes, with noted success, on stock engines. Noe DV and Eric W are working together.....this should be fun.
You need to modify a 4 hole,..2 inch tall spacer by ,leaving the holes alone on the drivers side, but cut out the divider between the holes on the pass. Side so that it looks like an oval race track, this equals out both plenum sizes.will need slightly more jet. With jet change and this mod, honestly, my 406, with air gap dart 200s, with 2.05s .654 lift, ft. Sounded different, and went up 20 HP. Dyno man said he had not seen this .
When you say the "Driver's side" of the dual plane intake manifold, you're talking about the LOWER part of the plenum ---- right❓
Sounds like a very cool idea thanks 👍
Sorry for your loss.
Humility shown by you and Eric very refreshing
Kit from down under
Humidity?
@@patrickm.8425
Bit by spellchecker. He meant Humility
@@HighrSelf Thanks for correcting me remember I was born up side down
More of the wonders to be created with a die grinder and a Master to guide it's path. Thank you Master, for so many years of wisdom in guidance. Keep it comin'.
I’ve have a Bluethunder dual plane 4500 Dominator on my 557 BBF and it ROCKS!
Thanks Mr. Vizard, youre a Wizard of knowledge, and i donno what happened to your presumed grand baby, but she was a beautiful young lady, and its good to see such a talented man keeping his loved ones memories alive via any avenue that they can. God Bless
His daughter, believe it was suicide. Few years ago a young coworker to his life unexpectedly. When I met his father he worked for premier Hot Rod shop. I never knew...Too many lost to depression/suicide. It's tragic
@@chrismathes3647 i assume you meant her dad? what a shame though. only reason i didnt commit suicide when i was going through over a decade of sever depression, mainly cause by a head injury and major cystic acne cratering my face like the surface of the moon, was my dad telling me he could tell i was just a sad person, but if i were to do anything it would hurt the whole family to the deepest of the world. i understood that, and it really did motivate me to just keep going.
it may not work for everyone, but as soon as i realized and came to the conclusion that i was being sad on purpose, and deep down finding some solice in being sad all the time, i made the decision one day to just be happy instead of pretending to be happy. my life changed in one day, and between that hard realization, and my dad telling me how bad i would hurt, and was hurting the family, by being depressed all the time, i turned it around and came to terms with reality, and stopped being a victim, and made the world my victim of kicking ass and taking names everyday in life and work. i wish more people had a similar story. especially young ppl going through the most difficult time of their lives which is puberty and young adulthood
Never before did I ever hear of anyone point out in detail the proclivities between dual plane and single plane manifolds and the benefits each type has to offer as it relates to flow and power. Great job as usual David!
Absolutely love all these videos, just found them a few days ago but are hoping to watch them all. Now subscribed and liking everyone of them. Just so much great info . Thanks so much David V.
Back in the mid 70s I had a 454 with a c454 duel plain manifold from Edelbrock that was made for a dominator, had it in my 70 Chevelle risky cam square port head's it was a great setup loved that combo.
Glad to hear that you guys are going to be collaborating it can only get better from here thank you .
My engine building has significantly increased by watching your videos thanks David
looking forward to more intake tech talk really injoy all the videos.thanks DV and andy.
Excellent video David! Glad you and Eric worked it out..love both you guys!
Thanks for the very interesting theories on manifold design. Glad to hear that you and Eric got things sorted out!
Mr. Vizard, Thank you for sharing your knowledge in video format with the world. As a hobbyist, the information you provide seems to go right over my head at times but I do eventually understand what you are trying to explain. your wealth of knowledge is helping me make decisions in my current build, and your books and videos will be frequented again during the next.
No matter how much I think I know, I can always learn something new watching your videos.
David great to see you and Eric having productive discussions. After seeing one of your previous EW videos youtube suggested one of his and I found him a sincere and highly capable performance expert. Excellent indeed that you two will join forces on a project! Hopefully it will have the expected performance and even better if Edelbrock adopted the design. LS engines are great but the big block platform can be physically stronger. Heck an LS manifold of similar configuration sounds great as well. Great picture of Jacque!
Thanks, DV, for providing technically superior, unbiased analysis such as this to the industry for decades. You have turned many incorrect assumptions on their head over the years!
I used-to feel the Holley 780 was too big for the 71 Lt-1 350. but not anymore. thank you Dave!
Very sorry to hear about Jackie, I've known of you for decades but heard nothing of your family.
I 4bolt main and made girdle out of 350 girdle, doing all the tricks I learned from you. Saving cam for last, 10.5 to 1,
Didn't forget guys a Ford 302 does in this same order then numbers are just jumbled around and the 351 one is just line Chevy with 4/7swap Glad to see y'all work out it, the whole world needs to see y'all's situation and use it for an example of how men are supposed to act
A 4/7 firing order swap in a 260/289/302 small block Ford can be accomplished by simply switching to a 351 WINDSOR camshaft with the same timing and lift specs as the smaller blocks. Do not use the Boss 302, 351 Cleveland or 351/400M cams. They have totally different lobe profiles to be used with 1.73:1 rocker arms which will not work in the Windsor heads.
Hello Mr. Vizard, I am doing a 4.3 1996 Chevy V6. Using Merc intake fuel injection but am going to try water instead, with a sniper on top. Have 3 of your books and read them several times and watch 0:00 videos of who you recommended. I made my own rockers out of parts, .95 @.50 clearance, like to tell you all about it. You are inspiring!
I got a brand new still in the box aluminum 4.3 for Vortec heads
4 barrel Elderbrock intake and new
4.3 Headers
Are your aluminum heads for sale? Brodex? I don’t know how to email DV or you. I have short 1 1/2 SS primary’s with a non reversion cone in the collection for my 4x4. I think I need 1 7/8 primary but am going to run twin turbos. I am making everything myself. But I want to get it as right as I can the first time, low budget. Looking for scat steel crank for my even fire spladed 3.48. I wanted to know if DV crankshaft lightening applies to spladed crankshaft?
I wanted to check if drilling holes in between oil pump gears to shaft oiling is good DV didn’t cover that in oil pump data so I am not sure. I know the merc cast iron I am running is heavy but it has cross over long into huge plenum that I will weld a 1” special 4brl spacer for sniper. I am going to heat it for atomization and spray water at each injector on the computer. That’s the idea, think that’s too much water?
I have a Blue Thunder dual plane intake with a Dominator carb flange for a big block Ford 460.
Everyone says a Dominator on it would be overkill, or way too much on a typical street/strip type of build. But I always believed otherwise, and your explanation really helps to prove this as correct!
Heck, I might just throw one together with all the spare parts I have, just experience it for myself!
Glad you guys made it work out...Can't wait to see the manifold!
Excellent video David. I look forward to seeing your manifold at work. It makes sense!! I never realized the manifold design would rob the flow of the carb without modification. Your video just now has me thinking and I'm about to re-look at my manifolds on my engines. 👍👍👍
Edelbrock have made a 2 plane dominator intake manifold for big block Chevy it was called c454 it vas discontinued over 20 years ago.
I bought one last week for my 582 Chevy. Interesting to see how it works on street compared to a single plane.
in 1970 I was tired of always having starting issues with my 1968 400 H.O. Firebird in the Winter..so I removed the Quad as it would always take several tries to get the engine to start.so I bought a single pump Holley 720 and cut out the stock intake and mounted a holly adapter on top During the cutting I had exposed the upper plane on the manifold so I dug around and found nice flat piece of steel it was just a little shy of the upper flat surface about a1/4 inch but i brazed it in place anyway.. I installed the Holly.. all it took was a kick the choke on and the engine would fire instantly.. never had any more starting problems after .
Great digestible content DV
Thanks for sharing
Mr. Vizard;
this has been a wonderful video for me to not just watch, but also to learn about tips for the BBC two plane manifold.
I just recently built a 454 and it is now 496 that went into my 1978 K20 Suburban. I am going to be pulling trailers and also doing off road driving with it. I went with a Wiend dual plane and a Quadra jet carburetor (partly because I am on a very restricted budget as a Disabled Vet). I then added a one-inch spacer that mimicked the carb outlets (two holes for each side. I also smoothed out the crossover gap for better balancing (that was what we called it when I was learning to do mechanics) of the cylinders.
I am very interested to hear more about your work on the two-plane manifold as I would like to optimize it as much as possible. I also plan to put a Thermo-Quad on in place of the Q-jet as I think it will provide better atomization and flow.
I will be looking forward to seeing the rest of this series.
God Bless you and all the work you do to help the less fortunate ones to get the best from the equipment that they have.
Glad i watched this, thank you David. I was really considering upgrading my old Edelbrock performer rpm. Think I'll just invest in a good Holley and learn them. But i will say that Edelbrock 650av2 had been very reliable, not giving me one ounce of trouble in 6yrs
Hello David, This is the first time I watched one of your videos. I'm very impressed. Your conversation content is very informed, researched. Every decision made in engine building should be with the benefit of every research consideration to thereby develop ultimate performance. Blessings, Wayne.
Thank You for sharing your wisdom Mr. Vizard; we appreciate your experience and the desire to make motorsport a more informed hobby for those who want to know the nuances of ICE theory. I'm sorry for the loss of your late daughter, we appreciate that is may be difficult to share her likeness in your videos. You're a class-act Sir. Subscribed & LIKED!!!
Thanks for all your information! I watched some of your videos about sbc stroker motor s. I had issues with head selection and rocker arm ratio. I have built a few sbc with no issues. But a stroker motor had a few challenges I didn’t see coming. I had the wrong springs and rocker ratio. My motor runs so good now ! It does things I didn’t know a sbc was capable of! I have a K 5 blazer lifted and 73 suburban 2 wheel drive with SbC so much fun
I don't know Mr Vizard,I've flowed a 310 cfm head with a edelbrock rpm attached and lost 50cfm ,also runners in a duel plane pull a very hard suction on each other unlike a 360 intake.The key to making the single plane out torque the duel is keep carb small with annual boosters.Good luck with Eric,he is a cool dude
Thank you didn't know you knew gerry Magnuson 😮you have been a great friend and help stay cool .Rafael I bustos commerce city colo
Interesting video, been following you for many years and watching EW's video's for a few years.
Made quite a lot of comments and asked questions on EW's video's, particularly when he's gone against everything I've learned from you.
Great to hear about a collaboration.
You should try to find a Edelbrock C454 Intake
Love the videos
Thanks Dave. I look forward to your videos about performance. I've always thought the factory overlooked a potential improvement in their fuel delivery. I suppose we all should make room for improvement. (learning new things)
👏👏👏 if edelbrock doesn’t I’m sure someone will. A hot bb with dual plane low speed 😮 and more top end too. You sir not only have cake but your eating it too. I can’t wait to see this.
So very sorry for having her taken so soon. I really enjoy you and your channel I subd.. I like adding an open spacer to the top of dual plane intakes. 1-2" sizes. I notice a little stronger pull, throughout power range. No cutting needed.
I knew Eric and David would not only work out the differences but start working together.
Prophet?
Is dat choo miz Cleo? 😂
Me 2
Had a 565ci BBC built in 2013, Victor Jr manifold made 735hp 675 tq, also had an Air gap dyno on the same engine it made 672 hp and 680 tq with the torque coming in about 900 rpm sooner, both run with a Pro system 4150 Holley. Can't wait for your test results.
We are looking at impressive dimensionality or 3D pop with you camera lens in this video...nice to see the quality in your recording.
GREAT VIDEO GUYS YOU GOT ME LOOKING FORWARD TO THE RESULTS ON THAT.
On my mildly built AMC 360 powered CJ5 I port match my Edelbrock performer intake, reduced the divider and added a 1" phenolic carb spacer. I then added a brand new Edelbrock AVS2 carburetor. I chose the AVS2 carb for its drivability and possible added fuel economy because my CJ5 inevitably had become my daily driver simply out of enjoyment of driving it. But the performance increase over a non modified Performer intake without a spacer and with a excellent working AVS carb of the same CFM is shocking to me. I knew there would be some increase understanding the physics and operation of Internal combustion engines and the different flow characteristics between single and dual plane intake manifolds. But I didnt expect the performance increase to be as substantial as it is. It's easily noticed in the midrange and upper range of RPM . I would surmise its gained a measurable minimum of at least 15 maybe 20 hp at peak rpm and a easy 10 to 15 maybe on average hp throughout the 2000-5500 range . The bottom end while not losing any power seems to have a bit high peak for torque production allowing for more torque across a broader range of RPM. The next improvement is going to be a increase in air intake at a much cooler temp by installing functional hood scoop of some type. Which should also aid in the cooling of the engine itself by adding cool air increase to the engine compartment as well. Just working that dual function design out on paper and trying to make it both function and look good.
Always great information David. Hopefully we will soon see 3D printed manifold runners and plenums designed around Solidworks or other sim programs. If you follow Mike Patey you might have seen the airflow sim work he was able to do when designing the double slat system for his Scrappy build. And btw you need to tell Andy he is having way too much fun in the editing room.
Wow That was interesting! Looking for word to the next video on the single plane. I also would love to hear about the big Block stuff. I have a 454 in my jet boat and it is going to get an upgrade this year. Keep it coming. I to really like Eric W also.
I've always went the dual plane route unless it's a drag strip only car. In my opinion they just out perform on the street/strip senerio. Torque is where it's at, hp is ok also but I've won alot of races making huge Torque where the other guys had alot more hp than me
Not always. On a 440 Mopar, I put a Carter TQ on a Torker II with quite a lot of blending (I was committed) and the results exceptional. For example the off idle throttle response was brutal. Now I played around with a few intakes including an M1 single plane, and a MP dual plane both with an 850DP and the Torker + TQ was the pick.
It howled up top, had awesome midrange in fact the best of the lot and the throttle response fantastic. Afgain the off idle punch was hilarious - you wouldn't think from a single plane but sometimes they work well. Torker II's were known to be pretty good on BB Mopars though.
@@ThePaulv12 ,,,,,,,,,,,,,,,,,I'm 73,,,,,,in 71 I bought a tarantula intake for my 327.....The ads were in the best car magazines of the era,,,,,The torker l I design was to build more low end tork by raising the plenom floor........Guess what,,,,,Because I take my car history more serious than most,,,,,I found and bought both manifolds on ebay...........They hang on my shop walls.....DV is a father of knowledge,,,,,,I have more than a dozen of his books,,,,even bought his larest one for a young engine builder.......Port flow and testing,,,,or ,,I forgot.................anyway............................
@@ThePaulv12yessir. Most people dismiss the Torker II without ever trying one. I put an OOTB Torker II with a Holley 850 dp on my 440 with 440 Source cnc heads, 11.5 to one compression and a fairly small solid roller cam. With only basic tuning it ran low 11s @ 120 in a 3500# Duster and it was totally streetable. Exellent throttle response and and torque and it pulled hard to 6500 rpm. The ports were much smaller than the heads. If it was port matched and the plenum and runner cleaned up and went in depth with tunning the carb it would have run in the 10s around 125 mph.
I use to run a 750 cfm on my 289 it worked well thanks David
This will be very interesting. You're right DV, too much performance talk and the aftermarket is going to the LS crowd. I've been watching your channel for a long time now. Ever since I found the "Budget Sledgehammer" article (which I still reference and suggest to friends).
I can't wait for this big block 2 plane test! And if it performs I really think it would sell. Who wouldnt want to show off a Dominator carb under their hood at the local Cars and Coffee or test and tune night! PS: I love the LS engine but feel a lot of guys are going to start wanting to do something different, ie going back to the "classic" engines for their classic cars.
I enjoy your books and videos. I had a idea some time ago. Dual plane tunnel ram.
My condolences . Losing a child is the absolute worst thing one can ever have to endure. I wish non of us ever had to endure it .
We ported and modified a pump gas 8.2 deck 4150 sbf Super Victor that went on a 10.5 to 1 sbf 363 that had a mild solid roller cam and out the box afr 220 heads that made 650hp and 510lb torque and revved cleanly to 8,000rpm. The hp never dropped off. It was at 450lb of torque at 4,700rpm and 500lb of torque at 5,100rpm. Peak hp was at 7,400rpm and it held till 7,900rpm were the dyno stopped.
Hi David, I’ve been a subscriber for awhile now and I have really enjoyed your videos. I’ve been building all types of engines for over 50 years for myself and friends and for awhile I worked at a marina where I was a mechanic. Do you have a book out on the Chevrolet big and small block that would kind of cover the things you talk about? I’d be interested in purchasing one if it’s available. I was also saddened to learn you lost a daughter to depression, that is a horrible disease I myself have suffered with it in the past and it’s by the grace of God I am still here. Anyways I will continue to watch your videos and I’m sure I will enjoy them.
I miei complimenti, come sempre. Saluti dal Italia (e da un letto di ospedale, per la riabilitazione dopo un ictus) 👋
I put a Dominator on a friend's 454 with a dual plane intake 20 years ago
Yes Edelbrock did make a dual plane bbc intake for the dominator back in the very early 70's is that what you used?
@@roberthollinshead2325 no l bought a 1/2 inch adapter from a friend and used that we blended it to the 4150 flange. We never took the car to the track but l must say she revved like a small block
edelbrock c454
Great video, important information and awesome presentation David. AG
thank you for sharing your experience!
Super Thanks David. Great insight seen here !
The Reluctant Gearhead has a dual plane Dominator Edelbrock that I saw on his TH-cam channel
I have an Edelbrock RPM Airgap on my 454 and it’s topped with a 3310 Holley vacuum secondary that DaVinci installed rear downleg boosters in and it flowed 820 cfm. At no rpm level is this thing lacking, from right off idle to 6000 rpm! It pushes my 4500 lb C10 right past all these modern day muscle cars with ease....
I learned a lot from just this video, thank you !
Just ran a 355ci with a Edelbrock EPS dual plane. It made the most power with the dyno's 750cfm Holly compared to my 500cfm Edelbrock. Even though the smaller carburetor gave up about 20hp, it picked up 25-30 ft/lbs from 3000-3400. Peak torque was the same but peaked slightly higher with the bigger carb.
If u mean the eddy 1406 thats a 600cfm carb ?
@@luckyPiston nope it's a 1403
@@TheAngryForest Interesting , that's a fair drop i carb size with the positives noticeably outweighing the negatives, all depends what number you're chansing eh.
@@Satans_Angel I wanted a cruiser with good and drivable, so low end torque was good for me. It also was a short cam with 208@.050 on a 107lsa
Thanks for all this information, can’t wait for you next video
I told myself that you guys would work things out. Good.
The 440 and 340 six pack setups had an abundance of carb on a 2 plane.
Thanks David
I could see milling out the plenum of the manifold. And welding in another made from 1/4" and 1/2" aluminum plates, welded together. With extra weld to allow it to be milled and hand ground to appear as cast. A needle scaler can go a long way especially with a wire brush and some sand paper. Weld the floor into the manifold! In pieces first. So the porting can easily be done. The the top portion. It would be a great time to port the whole manifold. I wouldn't mind if the carburator flange area was about 1"-1.5" thicker than needed, (over where it ended up) so the manifold can be milled down if required. Possibly etch in lines in the dividers to allow them to be cut keeping the manifold performance near equal after being cut. Even tap the bolt holes extra deep. So nothing else needs modification! I love heavy modification of about anything. Especially engines! And engine parts. I wish I could get a job doing it. I need to learn some stuff. But I have ideas. And imagination. Can figure things out. Always worked on cars since I was a little kid! - id do it for about free, if I wasn't poor id pay to have a job like that! Have an AWESOME DAY, D.V. and everyone! ✌️
I'm porting an air gap dual plane for my 383 sbc and I will test it at the track against the victor jr I have on it now.
Can you explain and or show how you ported the RPM?
Excellent David!
I'm looking at the mods on the ford intake and my question is would cutting down the center divider down as per picture (mark 21:38) as like an open hole plenum to the edge of carburetor gasket would that help or hurt hp and torque. I have not any access to a dyno everything is done under a tree (LOL) I enjoy videos like yours and copy what I see and can afford to my vehicle. Thank you and keep the videos in the works.
Very glad you 2 worked it out.
I do enjoy these videos they get you thinking about stuff like what effect overlap has on a blown engine. I like the idea of an airgap two plane manifold, but putting a dominator on a street manifold seems counter intuitive. Seems like your building a street engine with all out race parts, which leads me to question why would someone need that kind of power on the street. I wonder if the 4/7 swap would benefit such a setup and how does runner length work out, for a balanced package. Interesting stuff can't wait to see the results and Thanks for sharing your knowledge and doing testing most of us wish we could do.
I have a dual plane BBC cast aluminum intake manifold with a 4500 flange.
Great video David
I know getting a good Rochester Quadrajet to run great on a Chevy engine was at times difficult, but I ran one on an early LT1 that my brother and I built and I ran it from a dead stop and top end and never had a bit of trouble with it. I ran it on a dual plane intake manifold. In fact, I'm wanting to run another one on my current build and want to run an electric choke version. Any tips on what number to look for or what application? I'm running a dual plane intake manifold, 1998 Vortec heads, and a .506" lift Elgin Stage IV hydraulic flat tappet cam. Thoroughly enjoy your tech info!
The graphic showing stock GM, mid-60s, and current design are interesting. The 'current design' example resembles the stock Pontiac intake that came out in '67, based on a Supoer Duty intake from the early sixties. If I put an Edelbrock Performer on my Poncho, I would lose torque and HP across the whole curve.
Actually they are about the same. The Edelbrock is lighter though!
@@kenselleck2414 They are either the same, or not. They are not the same; the factory piece is better.
Great viedeo.
Thanks for that D.V.
I've got an Edelbrock Performer EPS - nearly finished ported. Is the bigger cfm
still needet If you use a 0.5"Spacer or HVH tapered?
At one time Team G offered a dual plane, Dominator flange, big block Chevy intake. I have not seen one in years, I don't know if they were oval port or just rectangle port. I think they were discontinued long ago, before Holley bought Weiand.
The thing about a single plane on a big block making slightly less output at low speeds has actually been an advantage when I was running a car that could only fit a 9-10.5 inch rear tire. There was still more than enough torque to break the tires loose.
I wish I could have gotten a chance to work with the vacuum secondary King Demon on some big blocks.
Thanks for the video.
@v8packard Edelbrock made one too. The C454
@@roberthollinshead2325 I have never seen one in person, did that become a Torker 4500? I have heard rumor or a C400 or C402, that was an oval port Dominator flange. But I have not seen one of those either.
Hi again David from Queensland Australia 🌏 do the little ridges on the bottom of the plenum serve much purpose? Have noticed they go in one direction on one manifold and the other direction on another. Am only just getting into understanding how V8 intake manifolds work, so this video was great to see and helped me wake up and get out of bed today 😀 so cheers David, "Knowledge kills Fear" a quote I got from someone, and I am learning heaps from you 😅
I enjoyed this one! Thanks David
Can we see those improved dual plane intake manifolds with 4-pattern camshafts ?
You need to have big pants to be able to influence a mythical oligarchie such as Edelbrock who pay's big money to there engineers designers. And I know you have the "push" to do it. They must respect you a lot and be amazed you surpasse it's team. There always looking to be the best and sell more. I can imagine your picture on the box saying, :
"Now that's how BBC intake should be!
A David Vizard and Eric Weingartner desing. Famous TH-cam engine rebuilter😊
The early design intakes had a sqaure corners in the ports purpose, to induce turbulence for mixing purposes as shown in countless early publications about manifold design. Remember they were factory intakes, designed to run smoothly by creating good atomization from that turbulence.
Sure performance was compromised.
But they were not stupid. Look at the Miller offy that dominated racing for uphteen years!
When we didnt care about engine smoothness and focused in power, yes designs reflect that now.
What about the intake on a subaru SVX? or the Honda NSX? Or or, or. Id love to hear those explained!! Even vaguely.
AND... i imagine, this is where VVT can offset the cons a single plane suffers at lower rpm & torque. I love learning, or "understanding" a lot.
Thank You!!
Thank You for the knowledge 😊
What about the Edelbrock C454 and c400 intakes?
I'm curious, have you ever experimented with vaporizing the gas so it runs on fumes to maximize it's use? I was thinking about a simpler way than Smokey's way, and perhaps better than running a bubbler. By running a stainless steel very fine mesh under a carb spacer, or the carb. sandwiched between two gaskets to help give the gas more surface area to evaporate from the temp and air passing through the carb before entering the manifold... if the mesh restricts, then just give it a shape to counter the restriction with more surface area, like how one can use a larger air cleaner to counter any restriction from the media.
You, David, are a true 28:54 master of Research Engineering and very literate and well tea😊d. Should have a nickname for you, how about Sir Dyno?
Would like to do a 289 c.i
motor based on a Mercury 5.0 block with long rods. Would it be worthwhile?
Also would like to do another one with a 351 Cleveland block, 302 crank, and long rods, basically the Boss 302 Ford should have built!
Another one would be a 5.0 using a 9.2" block with Windsor heads and manifold.
How would I sell a TH-cam video to pay for parts, machine, and dyno?
Love your decades of knowledge and would like your wisdom on these projects.
Sorry for the loss of your daughter, an angel now.
Hi David . hope your doing well Sir . been busy but i still am getting my parts together to build the 383 you have shown . them parts are a fair dollar but i will have a David Vizard 383 if it kills me lol . love your information it is top notch . still praying for you Sir .
So did anyone notice that #1 3 5 7 are on the wrong side in the image obviously makes the other side wrong too?
Yes, but the theory is still sound.
It doesnt matter, the theory is still correct.
That isn't a Chevy manifold. Maybe Mopar.
The right side ports are ahead of the left.
Not so on a Chevy.
I stand corrected. I didn't realize bbc had the right side ports forward of the left bank. So order as shown is incorrect.
I saw the extra bolt holes are also absent.
Sorry.
Bill
Maybe an SBC since it has the inserts for the four middle holes so it can be used on the old bolt pattern heads or the 1987 up heads.
Dominator series 460 Edlebrock Performer manifold?
And or BBC version
Idle to 5,500 power band?
Yes King David
R&D fun - fun - fun
If only we had the mini foundry set up to cast the carb base ourselves:)
Then do some nice welding…
O’ when it’s done Polish the entire outside finish:)
Lots of flap wheeling and sand rolling:)
Hand work too:)
Anyone can buy expensive parts and bolt them together.
But to properly do all the bowl work and area ruling on the cast iron heads…
That’s the real test of the craftsmanship.
Budget minded - Sleeper engines
Hi David will be fitting a holley sniper on to a dual plane manifold and the general consensus is that you have remove some of the plenum divider to make them run well (hood clearance may be a problem with a spacer) can you shed some light on this and how to figure out how much I will have to remove from the plenum divider if i need/should have to make this modification.
Sure....for $200/hr consulting fee.....