Any test these 2 on a 400+ inch motor? I think the SV should work better on a 340-370" motor up top, but I'm not convinced it would work better on a 4" stroke motor, unless somebody can prove it to me otherwise.

The old Vic has really short runners and with a HVH or Wilson 2" spacer ( 4 hole tapered for first 1" and then open below) seems to work really well on 408-414's with good heads.

I can't see the longer runners of the SV being a plus On a stroker but they may be a lot bigger cross sectionally, haven't compared them side by side though. The taper from the plenum on the SV looks pretty impressive though.

Any back to back tests and conclusions out there??

I have posted this before but it's been a while
Local area friend and racer has a tube chassis 2400ish pound Cuda. It is ultra well sorted out 400 inch b1ba headed small block. Has different stouter mid 8 sec small block now, but he ran the Brodix heads forever
The car had been a best of I believe 9.03, more typical 9.07-9.13. He used a victor.
Swapped to a super victor, and could barely get it to run real high teens, knocked about a tenth out of it, and the car is/ was real well scienced out, definitely gave the super a chance to work

Thanks, Don

Kind of goes along with my thoughts that longer runners are not really much of an advantage on long stroke/high piston speed motors.

Hoping Vic Bloomer ( who knows the old 340 Vic inside-out) and Brian OU812 at IMM can chime in. Really would like to see a true invective back to back both OOTB, with spacers and modded on a 600 horse 408-416 test mule.

About a year and a half ago,I tested Vic Bloomer's Victor against my Super Victor. His Victor was pretty well worked over compared to mine though.
I will have to get my sheets out and let you know the results again,but off the top of my head they weren't all that much different with the same carb/ spacer combination
Keith

Dustin,

Please refresh my memory...

Was the Vic 340 Vic's hand ported one going against an OOTB SV? Also, what did the heads flow on that dyno motor. That was a flat tappet cam IIRC, right?

Yes I believe so, not totally apples to apples but It's the only test I can recall. Keith, who just posted right above you it is his engine and he did the dynoing.

Thanks,

My Vic is a pretty nice piece, probably not as well sciences out as Vic's but I've massaged it pretty well and it's well beyond stock. Been using them for 30+ yrs so I'm comfortable knowing where they need work, as I said the HVH seems to work really well on the Vic.

I was thinking about the SV since it's new to me and it doesn't look like it hurts anything much. The Rocky has plenty of hood clearance and with the Airwolfs the big end should pick up quite a bit up top....headers are still tiny 1 5/8 but I just cut off the 3" collector and welded up a 3 1/2" Schoenfeld slip on combined with a 3 1/2" to 3" flowmaster tapered extender. Too small a collector (almost regardless of primary tube size) will always limit your peak torque RPM and also as a direct result lower your peak HP trajectory (rate of hp gain per 100 rpm)

So I'd like to try an SV, but I don't really have the time to science out any porting gains, so running it OOTB might give me some torque through the middle but looks like it might hurt the top end a tad. My very top end will still be limited by the header tube size, so maxing the torque might help anyway. The combo is light (2950 w/d) but definately aero-challenged on the big end

I didn't test mine back to back but I was not bolting on the SV as is. It had heavy port mismatch as well as flange area being cast heavy.
C
Seems it is made to whittle on. It was my big top end setup that was tested and didn't want to leave a ton on the table.

As Dave said,definitely made to be whittled on.
The ports as cast were about 318 sized. No way can you just bolt one on and see any gains. I mocked mine up and had Vic do a deep port match and he also did some minor work at the carburetor flange.
Keith

My Super Victor wasn't so super out of the box but after some worked it picked up some. I picked it up in a package deal but after playing with it I would never remove a ported victor and replace it with a Super Victor.

All good info, my thanks to everybody!

I'm thinking the only real meaningful "step up" might be a TR with maybe an 1150 Dommy on it

Well somebody bought the Tunnel Ram that's been on the Local Charlotte Crsigslist so I'll be on the lookout for another one.

But I did score a virgin 71 360 block, so now I gotta decide whether to go 4.125" or 4.25" stroke. I'm looking for a fun tow vehicle to tow the Rocky around.

Nobody try tunnel rm on their stroker against a Vic?

Wize ,
What is the rest of your combination I see where you talked about a few things but never the whole combination
Keith

11.5:1 4.06 x 4.00 340 block
Airwolf 220 heads off the 633 horse dyno thread
Cam motion roller 266/269 @.050 .585/.570 lift
Ported victor 2" HVH spacer
1000 hp pro systems 4150
1 5/8 headers with 3 1/2" collector ( too small but they fit the chassis)
Full 3" system
2950 race weight
Low gear 904 with 4.10 and 295/65 M/T drag radials
3600 stall T/A vert ....too tight but helps keep the short wheelbase Rocky launching straight.

Heads flow 273 at .400 301 @ .500 312 at .600, my shady dell stage 2's flowed about 25-30 less at all points.

Been Talking to Lenny at Ultimate about a looser but still tight-ish 4500 stall 8" but he wants me to see how fast this combo will go first.

I like your cam choice duration wise,also knowing you use narrow lsa cams. I would like more lift myself .
My car has way too tight of a converter too but it works pretty decent for now. Like Lenny told you,wait and see. If you make more torque It will stall higher anyway.
Keith

I'd love to have about .670 lift but the cam I have works well but most of all....it's the one I have.

The way I look at it the new heads flow at .420 what my old ones did at .550 so although I'm not pulling all I could out of them it should still work well and be pretty easy on the springs.

The Victor should work well enough to keep it fun. I really admire Lenny, very straight-up advice.