I haven't gotten my hands on the new Victors yet but I do know that if I took my existing motor that makes 740 hp and put a Victor intake on it with a 4150 carb that it would lose between 80 and 100 hp. I know the 4150 carb loses 50 hp even on the 440-2 intake since I just finished the set of tests. And I know that the Victor manifold with the small runners loses another 30-40 hp over the 440-2 since I've done those tests before.

So I'm thinking that unless the Victor heads are magically wonderful, those std port parts will give up a ton of power to the Dominator+max wedge port combo.

Quote:

---

I know the 4150 carb loses 50 hp even on the 440-2 intake since I just finished the set of tests.

---

I know what I want for Christmas now.

WOW ... and to think I was on the fence weather or not I wanted Jeff to open my Eddys to MW port or not. I was so in love with my WEIAND six pack set up but last minute ... I told him to open the ports up and I'd use another intake. I'm glad I did now

Thanks Andy once again for hookin us up with what works and how

Your results might vary. Remember, I'm working with a 505 inch motor that is 13.5 compression, open headers, big cam, etc.

But yeah, the 950HP carb made 690 hp and the 1050 Dominator went 740 hp. Same motor, same dyno, same day, same intake, etc. The 950HP is a small venturi 4150 carb so maybe a 850DP would make a little more power.

I currently have a Pro-Systems 950 and the Indy2 intake. I think I'm gonna skip the dominator though ... I want to get that X-box when I step up

The 440-2 with a Dominator made more power (and costs a lot less) than the Indy X ram on my motor. Fast68 did some dyno testing where the X ram made more power than a 440-2 (or 440-3) intake. So I'd say the two are close in power but the single 4bbl will cost a lot less and be easier to dial in.

However, the x ram with dual carbs does have a big wow factor so that is cool.

I used a 2 inch tapered spacer under the 950 and the 2 inch adapter under the 1050. They both were blended into the manifold so I think it was a fair comparison. I didn't expect the 950HP carb to give up 50 hp but it did on these dyno pulls.

This is a great thread! I have a set of MW ported SR's and a ported IC 12 intake. I have a .640 roller on a 110 lsa. From reading this stuff I would think that a 10:1 528 would get me there very easily on pump gas!
I just need to fork out the dough for the TTI headers so that everything will fit nicely in the Bird.

Well, Im sure everyones read the Victor engine build article by now showing the possibilities of these heads. They are killer heads. Now only if they were more easily available.

Are we saying an OOTB Victor will go 700hp with a 906 port window? Find that tough to believe from what I've seen of it (it just looks a little small for that HP) but I suspect it might with enough CR and a big enough cam opened early and with a tight center. I remember reading somewhere the Vic is limited to a 2.19" intake valve, is that right?

Fast's new test of a 505 is right down the pipe of how I'd do it for an automatic equipped B or E body, but I'd be curious to see an SR withan equal Intake and a better Exhaust port....the EZ's achilles heel is the low exhaust port but enough CR and a longer duration can offset a 'weak' port. I suspect an SR as described might make another 20 or so all else being equal. I'd love to see what the Chapman 285 (flows at .500 what the EZ does at .600 and another +30 at .6) would do on that combo.

A dominator will typically out et a comparable 4150 down the track (assumin enough gear and stall) because there will be less of a pressure drop across the venturis at WOT which normally equates to more torque being produced down the track. That said, unless you have enough stall to take WOT off the line, your results may vary.



I'd love to see a 700HP 'real street' combo...i.e, one that is truly docile enough for street driving with these conditions/stipulations....The motor's gotta fit under a Stock B or E hood (so the car looks outwardly visually "correct"), run a 3500 max stall and on pump gas and put a 3800 pound car well into the 10's with no more than a 3.91 gear.

Been a while , how bout a bump, and add Firecore50 Ignition Wires.. !!

Good thread.

I'll take donations to dyno the 500" stroked 400

I'd be happy if it makes 700 HP.
Basic 500" stroker low deck short block, 4.375" bore, 4.150" stroke, 6.76" Rods, KB/ICON forged flat tops. With The Victor MW heads and cometic 0.040" gasket, about 12.4:1 compression.
Added BCR aluminum mains with girdle, Milodon oil pan, internal 1/2" pickup, ATI dampner, Hi-Volume oil pump.
Heads are the max wedge Edelbrock Victors, currently only mildly ported, with multi-angle valve job and alot of pushrod clearancing. I tried to get 2.00" install height on the valve springs, but ran out of clearance between the retainer and rocker arm. If you plan to run these heads with over 0.700" lift, I would get the heads bare, and use valves with 0.100" longer valve stems. I ended up milling off the rocker stands anyhow. Used T&D 1.6:1 rocker arms. I think these have an intake offset of 0.700". Custom pushrods with the intake 0.025" longer than the exhaust because of the rocker offset. I used the PAC-1325 valve springs, crower Ti retainers that should handle a pretty agressive roller cam. Probably overkill for my mild cam, but with a bigger cam, I would have to deepen the piston valve reliefs. The cam is a custom Comp solid roller with the HXL lobes, 264/264 @ 0.050" duration, 0.714"/0.714" lift, 112 LSA (it in a heavy street/strip car) installed at 108 cl (I may retard it, has plenty of torque.)
Intake is an Indy 400-2 4150 intake so I could re-use my Holley 1,000 cfm carb and also so it would fit under the cars hood (factory '72 Charger Power bulge hood.) I am also re-using my Hooker 2" super comp headers going into a 3" dual TTI exhaust system with crossover and the super turbo mufflers.

In the early 90's we ran this 499ci in our 69' Barracuda....

4.375 x 4.150 RB
6.76 BME rods
11.8 static (IIRC)
620 solid
906 heads (ported by my brother)
M1 intake (gasket match)
1050 (9375)

727 footbrake
9in J
SS springs w/inboard kit
4.56

At 3380# it ran 10.03 @135+ first time out. We only raced that combination once because we changed it over to 440-1s and a roller.....but, it was street driven constantly.

I would be surprised if even an Edelbrock RPM head, ported correctly, with the proper roller cam, couldn't approach 700hp at 500ci in a well thought out build.