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Maybe off topic, but is the engine internal or external balance? I assume internal with the aftermarket steel crank, but thought I'd ask.

Nice numbers

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Raw air numbers really only tell part of the story, creating a charge in the plenum can more than offset "raw" port numbers...particulary when you consider any given intake valve is completely closed roughly 2/3'ds of the time. Not to mention solid fuel volume displaces about ~7.5% of that air in a carb'ed motor. So a raw 300 cf/minute can really only meter ~100 cf within the roughly just over 20 seconds of each minute it gets to do it. And for half of that 20 seconds (on a street cammed motor like this one, more like ~27-28 total in a high RPM race motor) the valve is on it's closing ramp. It's pretty amazing the A/F can get in there (let alone out) as well as it does.

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This is exactly why I don't put a lot of stock in intake manifold flow numbers. I have seen 400+cfm heads with sheetmetal TR's lose nothing when flowed on the head and not make any more power than an intake that imposes a severe penalty in flow. Flow just isn't the end all be all--especially when applied to the intake manifold. J.Rob

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Going another step from the dual plane that Streetwize suggested, if you weren't so happy with the torque numbers, have you considered a more conservative single plane, like a Holley Strip Dominator or M1 single plane and experiment with 4-hole, tapered and open spacers? I know the original Victor has a bigger plenum than the intakes I mentioned, so I would assume that the SV intake is even bigger.

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