,,,,,,,,,,,,,,,,,,I learned stick welding in 1973 ,,,,,I learned tig in 2004,,,,,,,awesome project that was to show where manifold design hinders ideal flow.....Took alot of time ,,,,,Remember how the great Bob Glidden,,,welded the hell to cast iron heads to make power,,,,,,awesome.....Thanks Charles........forever the student....................I am....
Great stories Charlie. My brother and I also started dabbling in porting in our late teens. First dynoed ported engine for us was a .030 over Ford 302. 270x280 cam 1.84x1.54 C90E heads 357hp 5800rpm. 19mpg with stock 69 mustang fastback gearing. That engine stands out for me because that was Performance with Economy. 41years later still dabbling. Not fulltime. Hobby time. Keep up the good work.
OMG...this is one of the best vids...I got that DV book when it first hit (I have a bunch of DV books)....I have read that cover to cover 50 times. I am doing the exact ( for a long time)thing on a couple of factory 4bl aluminum intakes...I got pictures...I have been playing with worn out 305's and 307, high mileage re-ring jobs, with self ported (crude) heads and intakes. The kind of stuff people will laugh at. But for e.t. racing they have all been deadly consistent if not very strong, with nothing more than an performer cam and an 1850 holley. These 305/307's will turn 6500 on the highway, total stock bottom end. I have bigger better stuff now but I like taking cast off stuff and beating guys with purchased $$$$ stuff, with junk. This video is telling my story, I will be watching more closely from here on. Thanks.
I'm into the same thing to a degree. I'd favor the 307 vs the 305 for higher rpm and can use a larger valve but don't have actual experience to compare. Do you see much high rpm difference between the 2? Do you have a channel? Hard to find good videos on 283s 307s. (Although a fair amount on 305s).
@@mikewillett5076 Great minds think alike. My 307, and a couple of 305's I have all were quick and dirty re rings jobs. Both were beat on for at least 10 years. Both had the exact same parts, ignition, 1850 carb, performer intake and cam, headers ect. The main difference, is 305 smog heads vs 70's smog heads, 993's ect. The 305's have noticeable more low end torque than 307's. The 307's will rev at least 1100 higher because of the bigger valves. Both engines are about 270 hp or so. I am rebuilding the 307, and will use L-30 305 heads. I will also rebuild a similar 305, with 305 L-30 heads as well. Why use these 5.0 engines. I got lots of parts in hand to build both. Nobody is going to buy this stuff from me, so i'm going to use them up. If I blow them up, I can just jump to the 350 stuff in hand. I read an article from David Vizard long ago, about 307's, and I said why not. I read a ton of DV stuff, have a bunch of his books, and what he says, works. I am not disciplined enough to run a channel, but if I thought anyone was interested in my crazy ideas, I would consider trying it. 307 stuff is hard to find on the web, but I have seen a little bit, 305 is more popular and familiar. Treat them the same, understand the strengths and short falls of each and remember this one thing. If you DON'T tell these engines that they are NOT LS Engines, that won't care.
@@mikef-gi2dg. Nice to hear they both made great power, but curious if you tried 305 heads on a 307 and if the torque curve was more like the '05 or not. I'd open up the chambers a little in the right areas for with the 307 to get some unshrouding. Either way it's cool that you're making combos with these engines.
@@mikewillett5076 Well the 307 rebuild will use 305 vortec 58cc heads, stock with good springs ect. The compression will rise from the 993 76 cc ratio of 8.0 to appx 9.2 to 9.4. The 305 will have the same heads, I got a couple of pairs, crack free, dirt cheap, no body wants them. This will be the first time I have had a fresh 305 or 307, I expect with a mild cam so to speak, 315 to 325 hp for both. I'm going to put 1 in my 75 Monza, the other in my 79 Monza. That's more than double the hp of stock 305 in 79. Should be cheap fun, and I'm going to lie to everyone and tell them they are bone stock 350's. I expect the 305 will have more under 4000 torque, and the 307 will have more rpm over 5000.
@@mikef-gi2dg. Ok very cool, would like to hear and see them run! I'm guessing that with both engines running the 305 heads those differences in powerband you said would be minimal down low but the 307 would pull away on top end. The biggest differences from different bore to stroke ratios are high up the rpm scale. On a combo that's still making power 6500 on up, the 307 SHOULD walk away, seem more happy at the higher revs. But yeah post some videos if you can or want to.
I have that book, along with about half a dozen others by David Vizard. I have tried a lot of his methods and they never failed to work. I have a lot of respect for Mr. Vizard! I ported a factory sbc Quadrajet intake manifold per his recommendations (lots of plenum work, cut holes to access deep inside the runners) and it was by far my favorite sbc intake manifold.
I'm familiar with those 450 castings. They came on my 1978 Camaro with a 305. And you are correct, they are suffocating! 1.72/1.45 valves to go along with the mini-me sized runners.
I don't usually comment much on this type of stuff. I got to say I love the these videos so far. Keep up the good work buddy. In your videos I especially like how down to earth you are and just a regular guy. Yeah your shop is messy that's because you use it who cares. Your dad probably had the right idea honestly. Better off in the electrical field and do this as hobby. People say do what you love for a living and it's not like work that's I don't agree It typically ruins your hobby. You are pretty intelligent and it shows. You didn't need a flow bench and all the expensive equipment to really know how to get performance. That's stuff really brought up another notch I'm sure. I love this stuff. Thank you for taken the time out to do this. I appreciate it.
I’ve wanted to port a factory 4 bbl manifold for a while, just for fun, this is exactly the kind of stuff I had in mind before I saw your video, thanks for the motivation. 👍🏻
I did it to a factory sbc Quadrajet intake. David's intake and carburetor book shows all that you need to do. That manifold was better than anything else I tried.
@@robertwest3093 Right on I have a couple BBC quadrajet manifolds I’d like to port for some mild street use, and yes I know much better manifolds aren’t that much money, who knows if I’ll even use them, I just want to learn on something I’m not afraid to ruin. 😄
No Pooh poohing here. This is good information and I hope to see more from you and your channel. DV is such a great resource, I'm glad to hear you two get along.
Great video I’m actually porting a set of 416 305 heads right now trying to outflow a set of vortecs oddly enough I’m 26 and learning the ways of porting and making horsepower opposed to buying it
I did a thread on doing just the on Speedtalk. Google Speedtalk engine Carnut 1. The thread was taking a 450 305 head and beating a Vortec bowtie small port head.
Very helpful information, I run Eldebrock Performer and Qjet 2 Hp on my 3/4 ton 4wheel drive mild cam and shorty headers she runs good I think it's about 360 HP with TRW flat top pistons and 186 heads 1.6 exhaust valves, studs guide plates and harden push rods ,found your videos interesting!!
Sorry to bother you with all my comments. I started at about 14 years old also . Now I'm 54. Ported my first heads the were 461s. I but a flow bench learning from DV. I only experiment with my stuff and my friends. I have alot to learn. Thanks for the great videos.
Let me tell you something about cylinder head guys. If they don't say, "I have alot to learn." Beware of them! Hahaha. Nobody knows it all. There are guys who are close but nobody knows it all. D.V. has a video from our first day of seminar and he explains that he wants the information to go both ways so he learns too.
@@servediocylinderheads I understand. I can go to sleep at night without learning something new.. I tell people you have to listen ,learn and if you really give a shit you will remember.
My question is this yes I used to modify this talk intakes especially where the carburetor bolts on to leave the center divider but my question would be this would there be able to drill a hole on each front and rear 3/4 to an inch that allow the upper lower plenums to flow together may give better low RPM range mid probably not much on the high end just a question I've had great luck modifying these stock intakes and blocking off the heat riser EGR junk.
Thank you! Thank you.! Your probably the only one to do a video on this. It means alot to me. Now wondering about the team G single plane that DV modified in his newer book.
@@dondotterer24 qjet on a single plane. I don't think I have ever done one. I would think some rod and hanger changes would be in order. It would definitely need testing and plug watching.
Question. Do you think you can get more CFM from the Chevy intake manifold that you where porting. By blocking the EGR hole in the divider of the plenum?
A fellow electrician and hot rodder! Which shape is better for flow, a knife edge or a rounded one? I look to nature and round seems to be dominant shape. Thank you, Tony
I didn't know you had a Chevelle. How long has it been off the road? Any plans for it in the near future? I remember back in the 1980's when they were for sale everywhere you looked for $1500-2000. In the last 20 years, really in the last 10 years, everyone started getting nostalgic and prices went up 10 to 20 times more than they used to be. I wish I could have foreseen the future and bought a bunch of muscle cars when they were cheap, only back then I made proportionately less pay than I do now. I thought those cars were out of my reach in the '80s, now they REALLY are 😳
Yes, I do want to finish it up. I have plans for a 700 hp smallblock fuel injected, paint and new interior. The rest is ready to go. Time and $ are the problem.
I have done a go devil. It was a good running engine so we didn't take it apart. Carb mods, ported intake manifold. Ported exhaust manifold. Small k&n air filter. Done.
Could ford have opened up the plenum on the 2v to reduce the angle of the middle cylinders? Or would that affect the fuel flow distribution between the forward cylinders?
I'll tell ya, me and daddy went from a stock cast iron two plane to that Street Dominator on a 283 about 35 years ago, and it made a world of difference! It was better everywhere with the Street Dominator.
Do you know which Street Dominator was used? Although not so good overall on a 350 on up, I'd think a small single plane would be at home on a 283 that isn't spun into the stratosphere. Wish there were more videos on 283/307 builds. The few available are mild, mismatched or basically stock builds.
@@mikewillett5076 I never understood the hate 307's get. It is just a 283 block with a 327 crank. Or a stroked 283. How bad can it be? I built a few of them, they ran fine.
@@servediocylinderheads. I used to be one of the majority who thought they were "junk". Foundationally same as a 350. Yes 2.02 valves clear the bore, not even so close (maybe a little more bore shrouding). They're fine, too bad so many were trashed!
This was a GREAT video. Thanks for the up close shots of ALL that work. Curious what those holes are in the bottom of that one manifold, and the sideways hole in the heavily modded one. I also think people have no idea how much a manifold drags and head down in flow. It blew my mind when I first gave it go.
@@servediocylinderheads Sorry, the holes in the plenum area. The Holley has what looks like a hole on the floor for each side and the other one goes all the way through the divider. Almost looks hollow in betweeen.
This summer I will build a 305 or 307 with my nephew. The goal is to mirror the Performance With Economy book, and build and grow with that you have. I can use 450 heads, and maybe 305 vortec heads. Do you have info in these heads? I know these are not the optimum, that'.s the idea. Build and learn form what you have. Do you close up the EGR passages in the middle of the plenum,and do you modify the 305 vortec swirl in the bowl area. Thanks your info is very useful.
If you are not running egr block plate it. Both exhaust ports are straight foward porting. 450 most likely need guides, they added extra tin to thin wall castings and the guides wear faster. Leave the swirl ramp. Improve the ssr and do some bowl work. 450 intake is straight forward Chevy with small valves.
I would probably run the swirl heads. They run quite well after some porting. They require very low spark advance due to the swirl. They make better low speed torque and get better mileage. Guides must be checked. Thanks
@@servediocylinderheads Thanks for this info it's very helpful. The first time I read about swirl, was in a...wait 4 it...DV book. I think the 305 vortec heads will work with small bore 305's and 307's...the stuff I have NOW. The vortec 307 project will be a low budget use what we have,excellent response, wide as possible torque range. Drive it to the trace, run the number, win rounds, drive it home.....all without an LS under the hood. Your info helps, thanks.
@@servediocylinderheads The first I read on high torque, peanut port, big block, was in a DV book. I have been dying to build one, with stuff nobody wants, for a long time. Just to see if I can do it with what I got. My 402 mark 4 with a peanut port from a mark 5 454, that will pull hard to at least 5000 rpm would be right on the money for my drive to the track, run the number, win rounds, drive home, car. Any info on this topic would be appreciated. thanks again.
Have you come across any BBC cast iron intake resources (performance)? Looking at a specific class... don't think anything else is legal. And of course, no porting...
@@servediocylinderheads thanks. Kinda hate these no porting rules. Same goes for cast oem iron intakes and heads. Nowadays it doesn't really make economic sense 🤷♂️
Hey...since you know DV personally...ask him this. Does he remember a story he did on a Chevy Monza, in 77 or 78, Yellow with a factory small block. I think it was Popular Hot Rodding or Super Chevy. He did some DV mods, and made it perform pretty darn good. I had just purchased my 75 Monza, and that was the first DV article I had read.
Why are the sb mopar rpm edelbrock intake just crap. When its come to open full trottle to see if its clear down through the carb against the separation, its always 3mm more on the right side ? I always must port this side to be correctly, or use a 1inch brick between carb and intake. I mean "made in usa"..are they drunk when they do this intake or have the chines start the day with "sake". And all dubble plane performance intake..have against the heads..up and down' up and down ports that chokes the flow.
To design a dual plane that will make good h.p. it will need a generous csa. Not always easy and may not make the low rpm crowd happy so what we get is a compromise.
@@servediocylinderheads Edelbrock "bolt on" will crasch the engine.. 2.02 valves and stock pistons. Nothing been told before it get bought. And its always much work with all "finished" heads. Much money to buy and more money for the customer. When I do a light performance engine i port the standard iron, still let it have 1.88 intake valve, its better flow for a daily driving. Intake.. mopar m1 dual. 650dp or 750vacuum..Holley. Never a Proform again..China. Edelbrock rpm intake, get to "big".
,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,tricks are for draggers , not only for kids,,,,,,lol............video postmark time ,,,,7:50......remember hidden nitrous.......lol
,,,,,,,,,,,,,,,,,,I learned stick welding in 1973 ,,,,,I learned tig in 2004,,,,,,,awesome project that was to show where manifold design hinders ideal flow.....Took alot of time ,,,,,Remember how the great Bob Glidden,,,welded the hell to cast iron heads to make power,,,,,,awesome.....Thanks Charles........forever the student....................I am....
Me too!
Great stories Charlie. My brother and I also started dabbling in porting in our late teens. First dynoed ported engine for us was a .030 over Ford 302. 270x280 cam 1.84x1.54 C90E heads 357hp 5800rpm. 19mpg with stock 69 mustang fastback gearing. That engine stands out for me because that was Performance with Economy. 41years later still dabbling. Not fulltime. Hobby time. Keep up the good work.
Sounds like a good running mill.
OMG...this is one of the best vids...I got that DV book when it first hit (I have a bunch of DV books)....I have read that cover to cover 50 times. I am doing the exact ( for a long time)thing on a couple of factory 4bl aluminum intakes...I got pictures...I have been playing with worn out 305's and 307, high mileage re-ring jobs, with self ported (crude) heads and intakes. The kind of stuff people will laugh at. But for e.t. racing they have all been deadly consistent if not very strong, with nothing more than an performer cam and an 1850 holley. These 305/307's will turn 6500 on the highway, total stock bottom end. I have bigger better stuff now but I like taking cast off stuff and beating guys with purchased $$$$ stuff, with junk. This video is telling my story, I will be watching more closely from here on. Thanks.
I'm into the same thing to a degree. I'd favor the 307 vs the 305 for higher rpm and can use a larger valve but don't have actual experience to compare. Do you see much high rpm difference between the 2? Do you have a channel? Hard to find good videos on 283s 307s. (Although a fair amount on 305s).
@@mikewillett5076 Great minds think alike.
My 307, and a couple of 305's I have all were quick and dirty re rings jobs. Both were beat on for at least 10 years. Both had the exact same parts, ignition, 1850 carb, performer intake and cam, headers ect. The main difference, is 305 smog heads vs 70's smog heads, 993's ect. The 305's have noticeable more low end torque than 307's. The 307's will rev at least 1100 higher because of the bigger valves. Both engines are about 270 hp or so. I am rebuilding the 307, and will use L-30 305 heads. I will also rebuild a similar 305, with 305 L-30 heads as well. Why use these 5.0 engines. I got lots of parts in hand to build both. Nobody is going to buy this stuff from me, so i'm going to use them up. If I blow them up, I can just jump to the 350 stuff in hand. I read an article from David Vizard long ago, about 307's, and I said why not. I read a ton of DV stuff, have a bunch of his books, and what he says, works. I am not disciplined enough to run a channel, but if I thought anyone was interested in my crazy ideas, I would consider trying it. 307 stuff is hard to find on the web, but I have seen a little bit, 305 is more popular and familiar. Treat them the same, understand the strengths and short falls of each and remember this one thing. If you DON'T tell these engines that they are NOT LS Engines, that won't care.
@@mikef-gi2dg. Nice to hear they both made great power, but curious if you tried 305 heads on a 307 and if the torque curve was more like the '05 or not. I'd open up the chambers a little in the right areas for with the 307 to get some unshrouding. Either way it's cool that you're making combos with these engines.
@@mikewillett5076 Well the 307 rebuild will use 305 vortec 58cc heads, stock with good springs ect. The compression will rise from the 993 76 cc ratio of 8.0 to appx 9.2 to 9.4.
The 305 will have the same heads, I got a couple of pairs, crack free, dirt cheap, no body wants them. This will be the first time I have had a fresh 305 or 307, I expect with a mild cam so to speak, 315 to 325 hp for both. I'm going to put 1 in my 75 Monza, the other in my 79 Monza. That's more than double the hp of stock 305 in 79. Should be cheap fun, and I'm going to lie to everyone and tell them they are bone stock 350's. I expect the 305 will have more under 4000 torque, and the 307 will have more rpm over 5000.
@@mikef-gi2dg. Ok very cool, would like to hear and see them run! I'm guessing that with both engines running the 305 heads those differences in powerband you said would be minimal down low but the 307 would pull away on top end. The biggest differences from different bore to stroke ratios are high up the rpm scale. On a combo that's still making power 6500 on up, the 307 SHOULD walk away, seem more happy at the higher revs. But yeah post some videos if you can or want to.
I have that book, along with about half a dozen others by David Vizard. I have tried a lot of his methods and they never failed to work. I have a lot of respect for Mr. Vizard!
I ported a factory sbc Quadrajet intake manifold per his recommendations (lots of plenum work, cut holes to access deep inside the runners) and it was by far my favorite sbc intake manifold.
I agree!
You are doing everything good. Glad I found channel
Special camshaft with timing for short and different timing for long runners really works.
Another great video Charles. I'm always glad to see you've posted a new one. Great information!
Thank you!
Really helped short track 2bbl stock cars. Just a great job
I'm familiar with those 450 castings. They came on my 1978 Camaro with a 305. And you are correct, they are suffocating! 1.72/1.45 valves to go along with the mini-me sized runners.
Great stealth intake! Love the divider idea.
Glad you like it...sleeper.
,,,,,,,,,,,,,,,,,enjoyed the end of the video as you spoke about your start and life at the time.......
Thanks!
I don't usually comment much on this type of stuff. I got to say I love the these videos so far. Keep up the good work buddy. In your videos I especially like how down to earth you are and just a regular guy. Yeah your shop is messy that's because you use it who cares. Your dad probably had the right idea honestly. Better off in the electrical field and do this as hobby. People say do what you love for a living and it's not like work that's I don't agree It typically ruins your hobby. You are pretty intelligent and it shows. You didn't need a flow bench and all the expensive equipment to really know how to get performance. That's stuff really brought up another notch I'm sure. I love this stuff. Thank you for taken the time out to do this. I appreciate it.
Thanks!
I’ve wanted to port a factory 4 bbl manifold for a while, just for fun, this is exactly the kind of stuff I had in mind before I saw your video, thanks for the motivation. 👍🏻
I did it to a factory sbc Quadrajet intake. David's intake and carburetor book shows all that you need to do. That manifold was better than anything else I tried.
@@robertwest3093
Right on I have a couple BBC quadrajet manifolds I’d like to port for some mild street use, and yes I know much better manifolds aren’t that much money, who knows if I’ll even use them, I just want to learn on something I’m not afraid to ruin. 😄
Excellent video
No Pooh poohing here. This is good information and I hope to see more from you and your channel. DV is such a great resource, I'm glad to hear you two get along.
He is such a great person. He really is.
Reminds me of my brother, awesome street racer in the 80s Mobile Alabama . lots of nitrous.
Great video I’m actually porting a set of 416 305 heads right now trying to outflow a set of vortecs oddly enough I’m 26 and learning the ways of porting and making horsepower opposed to buying it
I did a thread on doing just the on Speedtalk. Google Speedtalk engine Carnut 1. The thread was taking a 450 305 head and beating a Vortec bowtie small port head.
Love the video, I subbed your channel.
Thank you man! A man dont need the same hobby as occupation! It all turns into work then!
Very helpful information, I run Eldebrock Performer and Qjet 2 Hp on my 3/4 ton 4wheel drive mild cam and shorty headers she runs good I think it's about 360 HP with TRW flat top pistons and 186 heads 1.6 exhaust valves, studs guide plates and harden push rods ,found your videos interesting!!
Sounds like a good truck combo.
Sorry to bother you with all my comments. I started at about 14 years old also . Now I'm 54. Ported my first heads the were 461s. I but a flow bench learning from DV. I only experiment with my stuff and my friends. I have alot to learn. Thanks for the great videos.
Let me tell you something about cylinder head guys. If they don't say, "I have alot to learn." Beware of them! Hahaha. Nobody knows it all. There are guys who are close but nobody knows it all. D.V. has a video from our first day of seminar and he explains that he wants the information to go both ways so he learns too.
@@servediocylinderheads I understand. I can go to sleep at night without learning something new.. I tell people you have to listen ,learn and if you really give a shit you will remember.
@@servediocylinderheads my flow bench as 4 approx 97 cm motors and I had a Hegelson calibration plate made for it. Made some flow balls and some flags
@@dondotterer24 As long as it is repeatable it will work for development work.
@@servediocylinderheads thanks for answering all my questions!
Used the tall Victor on a few Bracket motors, good results without much work at all .
Put some work into one and they really wake up.
I'm here to learn
same here, thanks Charles!
Loved the sheet metal extensions ..I have a trick up my sleeve I will show you in person ..on that diffuser pan .you .May like ..
GREAT VIDEO JUST SUBSCRIBED THANKS
Thanks Mike, working on a new one right now.
You should make your Chevelle run, my man.
Cool tech info.
Cheers my friend's.
Chevelle only needs a new Holley projection fuel pump. I can't tell you how many I have been through.
My question is this yes I used to modify this talk intakes especially where the carburetor bolts on to leave the center divider but my question would be this would there be able to drill a hole on each front and rear 3/4 to an inch that allow the upper lower plenums to flow together may give better low RPM range mid probably not much on the high end just a question I've had great luck modifying these stock intakes and blocking off the heat riser EGR junk.
I like the fully divided plenums unless a special application.
Is that ported Quadrajet intake off of the later '80s heads with the different bolt angles on the center 4 mounting bolts?
Yes it is
Thank you! Thank you.! Your probably the only one to do a video on this. It means alot to me. Now wondering about the team G single plane that DV modified in his newer book.
I know the one. I like the Victor jr. Better.
You are welcome.
@@servediocylinderheads would it work with a 2 inch Q-Jet adapter?
@@dondotterer24 qjet on a single plane. I don't think I have ever done one. I would think some rod and hanger changes would be in order. It would definitely need testing and plug watching.
@@servediocylinderheads yep. I got everything I need
Question. Do you think you can get more CFM from the Chevy intake manifold that you where porting. By blocking the EGR hole in the divider of the plenum?
I do, thanks
A fellow electrician and hot rodder! Which shape is better for flow, a knife edge or a rounded one? I look to nature and round seems to be dominant shape. Thank you, Tony
Leading edge rounded for air speeds we deal with. No competition. Good question sparky.
I didn't know you had a Chevelle. How long has it been off the road? Any plans for it in the near future? I remember back in the 1980's when they were for sale everywhere you looked for $1500-2000. In the last 20 years, really in the last 10 years, everyone started getting nostalgic and prices went up 10 to 20 times more than they used to be. I wish I could have foreseen the future and bought a bunch of muscle cars when they were cheap, only back then I made proportionately less pay than I do now. I thought those cars were out of my reach in the '80s, now they REALLY are 😳
Yes, I do want to finish it up. I have plans for a 700 hp smallblock fuel injected, paint and new interior. The rest is ready to go. Time and $ are the problem.
Brezezinski only adds the welding to cast iron intakes, they do not offer the full intake mods on the GM aluminum Qjet intake
Good info. That is why it is Castheads.com
What speed or power mods would you do on a 134 go devil.
I have done a go devil. It was a good running engine so we didn't take it apart. Carb mods, ported intake manifold. Ported exhaust manifold. Small k&n air filter. Done.
Could ford have opened up the plenum on the 2v to reduce the angle of the middle cylinders? Or would that affect the fuel flow distribution between the forward cylinders?
It seems to me the only designing that went into a 2v intake is how cheaply can it be made and still run.
From porting manifolds the plenum can have huge increase in performance if well done.
I'll tell ya, me and daddy went from a stock cast iron two plane to that Street Dominator on a 283 about 35 years ago, and it made a world of difference! It was better everywhere with the Street Dominator.
I am sure, way better than stock.
Do you know which Street Dominator was used? Although not so good overall on a 350 on up, I'd think a small single plane would be at home on a 283 that isn't spun into the stratosphere. Wish there were more videos on 283/307 builds. The few available are mild, mismatched or basically stock builds.
@@mikewillett5076 I never understood the hate 307's get. It is just a 283 block with a 327 crank. Or a stroked 283. How bad can it be? I built a few of them, they ran fine.
@@servediocylinderheads. I used to be one of the majority who thought they were "junk". Foundationally same as a 350. Yes 2.02 valves clear the bore, not even so close (maybe a little more bore shrouding). They're fine, too bad so many were trashed!
I feel flow improvement from carb to head can only go so far before you start trading in reversion pulse advantages.
Reversion is far more important than usually discussed. Thanks
👍💪
Jim Hand's Pontiac book has some similar info on OE Pontiac dual plane manifold.
Have heard some good things about the stock Pontiac DP manifold. Quite a few performance builds retain that manifold.
Can you add the link to Brezezinki's website you mentioned in the video description?
Castheads.com
This was a GREAT video. Thanks for the up close shots of ALL that work. Curious what those holes are in the bottom of that one manifold, and the sideways hole in the heavily modded one. I also think people have no idea how much a manifold drags and head down in flow. It blew my mind when I first gave it go.
I think you are asking about tge holes in the added oil splash shield. They are so trapped oil can drain back down. I am glad you liked the video.
I constantly hit the g instead of the h. Fat sausage fingers.
@@servediocylinderheads Sorry, the holes in the plenum area. The Holley has what looks like a hole on the floor for each side and the other one goes all the way through the divider. Almost looks hollow in betweeen.
@@superkillr Those holes are for egr in both manifolds. The quadrajet are in plenum divider and Holley in floor of plenum.
@@servediocylinderheads NO kidding? I've seen and owned many manifolds and have NEVER seen holes in the floor.
What is that hole in the divider
Egr
Egr
This summer I will build a 305 or 307 with my nephew. The goal is to mirror the Performance With Economy book, and build and grow with that you have. I can use 450 heads, and maybe 305 vortec heads. Do you have info in these heads? I know these are not the optimum, that'.s the idea. Build and learn form what you have. Do you close up the EGR passages in the middle of the plenum,and do you modify the 305 vortec swirl in the bowl area. Thanks your info is very useful.
If you are not running egr block plate it. Both exhaust ports are straight foward porting. 450 most likely need guides, they added extra tin to thin wall castings and the guides wear faster. Leave the swirl ramp. Improve the ssr and do some bowl work. 450 intake is straight forward Chevy with small valves.
I would probably run the swirl heads. They run quite well after some porting. They require very low spark advance due to the swirl. They make better low speed torque and get better mileage. Guides must be checked. Thanks
@@servediocylinderheads Thanks for this info it's very helpful. The first time I read about swirl, was in a...wait 4 it...DV book. I think the 305 vortec heads will work with small bore 305's and 307's...the stuff I have NOW.
The vortec 307 project will be a low budget use what we have,excellent response, wide as possible torque range. Drive it to the trace, run the number, win rounds, drive it home.....all without an LS under the hood.
Your info helps, thanks.
@@servediocylinderheads The first I read on high torque, peanut port, big block, was in a DV book. I have been dying to build one, with stuff nobody wants, for a long time. Just to see if I can do it with what I got. My 402 mark 4 with a peanut port from a mark 5 454, that will pull hard to at least 5000 rpm would be right on the money for my drive to the track, run the number, win rounds, drive home, car. Any info on this topic would be appreciated.
thanks again.
Have you come across any BBC cast iron intake resources (performance)? Looking at a specific class... don't think anything else is legal. And of course, no porting...
No, I haven't.
@@servediocylinderheads thanks.
Kinda hate these no porting rules. Same goes for cast oem iron intakes and heads. Nowadays it doesn't really make economic sense 🤷♂️
@@sc358. The whole point is to make the most power. I see limiting what castings you can use, valve sizes but porting should always be unlimited.
The best manifold by far is the smokey ram hands down.
I like the Smokey ram but would not think of using it on a 5800lb truck that needs low end torque.
Hey...since you know DV personally...ask him this. Does he remember a story he did on a Chevy Monza, in 77 or 78, Yellow with a factory small block. I think it was Popular Hot Rodding or Super Chevy. He did some DV mods, and made it perform pretty darn good. I had just purchased my 75 Monza, and that was the first DV article I had read.
I am a fan of the Monza. If I remember....
Randy Brizenske sells some good cheating intakes. Look stock, perform like a aftermarket. If not better.
BME my go to for a sbc single plain manifold
BME?
I have no idea what BME stands for. I am glad you are here to learn. I hope I help.
@@servediocylinderheads type o BMP manifold
@@servediocylinderheads bill Mitchell manifold
@@deerslayer5863 Did he design the Victor jr?
That's probably the only book I don't have of DV
I read some of it last night. As dated as it is the info is still correct. I have been a fan of D.V.'s work since I was a teenager.
Me Too
Kegger style
I have no idea what that is.
Stuff that looks like junk that runs more horsepower than the high dollar stuff that they bought.
Brilliant!
That really is the idea. I love sleeper stuff!
do you include DV name in your titles to gain more views?
That is a very good idea. Only if the video contains something D.V. and I have worked on or discussed.
Why are the sb mopar rpm edelbrock intake just crap. When its come to open full trottle to see if its clear down through the carb against the separation, its always 3mm more on the right side ?
I always must port this side to be correctly, or use a 1inch brick between carb and intake.
I mean "made in usa"..are they drunk when they do this intake or have the chines start the day with "sake".
And all dubble plane performance intake..have against the heads..up and down' up and down ports that chokes the flow.
To design a dual plane that will make good h.p. it will need a generous csa. Not always easy and may not make the low rpm crowd happy so what we get is a compromise.
@@servediocylinderheads
Edelbrock "bolt on" will crasch the engine..
2.02 valves and stock pistons.
Nothing been told before it get bought.
And its always much work with all "finished" heads.
Much money to buy and more money for the customer.
When I do a light performance engine i port the standard iron, still let it have 1.88 intake valve, its better flow for a daily driving.
Intake.. mopar m1 dual.
650dp or 750vacuum..Holley.
Never a Proform again..China.
Edelbrock rpm intake, get to "big".
,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,tricks are for draggers , not only for kids,,,,,,lol............video postmark time ,,,,7:50......remember hidden nitrous.......lol
Sorry I think it was a street dnimator
,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,awesome nhra cheater stock manefreld...lol....................
No kidding