Torker II vs Performer RPM on 493 stroker!
- Thread starter shone190
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bigmanjbmopar
Newb with a view
Lmao not at all Ron as a matter of fact I have read so many of your posts from all kinds of boards and have nothing but respect for your opinion and support knowledge. keep feeding the machine man we novices couldn't do it with out guys like you.:headbang:
IQ52
Well-Known Member
"..........you shall know the truth and the truth shall set you free."
I have dyno runs on the 496 with the RPM, Torker II and Torker II w/ 2" spacer. Now we have an Edelbrock Victor on the way to the shop and the 496 just happens to still set on the dyno. We're very busy but as soon as I can we'll bolt it on.
I have dyno runs on the 496 with the RPM, Torker II and Torker II w/ 2" spacer. Now we have an Edelbrock Victor on the way to the shop and the 496 just happens to still set on the dyno. We're very busy but as soon as I can we'll bolt it on.
383man
Well-Known Member
Supershafts
Well-Known Member
66chargerpat
Well-Known Member
Tm7?
benno440
Well-Known Member
Supershafts
Well-Known Member
Why would you bother to build such motor only to lose potential.... The idea you're losing low end and response is not true, unless you're building a 383 or 440 and not making changes to what and why the 383 and 440 respond that way.
It's a street car why have a 4 brl ? put a 2 brl on it.....
Herr_Poopschitz
Well-Known Member
Agree w/ Ron and Sshaft's points. Just throwing some more food for thought out there...
RB intakes will have more runner length than the same intake for a B. This lowers the RPM at which the intake is tuned for.
As displacement increases, port cross sections must increase as well to maintain same operating range.
Dual planes offer more runner length, yet the runners usually have tighter radii and multiple bends. Energy is req'd to make air and fuel change direction. Tall, straight ports are always best. 'Line of sight'.
Cam timing is hugely important. Custom cams seem like unicorns in the Mopar world from what I've seen. I've seen where the correct valve events w/ a single plane (and what are commonly thought of as 'too large heads') absolutely annihilated a cookie cutter dual plane combo from 2500 (where pull began) and held the power for 1000 rpm after the other fell off on a SBF. The large induction package also had better drivability and idle characteristics.
As a rule of thumb, don't use parts designed for a 383 on a 440 or a 440 on 500 ci.
RB intakes will have more runner length than the same intake for a B. This lowers the RPM at which the intake is tuned for.
As displacement increases, port cross sections must increase as well to maintain same operating range.
Dual planes offer more runner length, yet the runners usually have tighter radii and multiple bends. Energy is req'd to make air and fuel change direction. Tall, straight ports are always best. 'Line of sight'.
Cam timing is hugely important. Custom cams seem like unicorns in the Mopar world from what I've seen. I've seen where the correct valve events w/ a single plane (and what are commonly thought of as 'too large heads') absolutely annihilated a cookie cutter dual plane combo from 2500 (where pull began) and held the power for 1000 rpm after the other fell off on a SBF. The large induction package also had better drivability and idle characteristics.
As a rule of thumb, don't use parts designed for a 383 on a 440 or a 440 on 500 ci.
383man
Well-Known Member
Has anyone even asked what gear and converter is being used and what the car weighs ? Its not a race car as he said its a driver and I disagree if he does not have alot of gear and its a heavy car the Victor wont be the fastest intake on the car. Heck if he is gonna do that why stop at the Victor why not use a tunnel ram and two Dominators ? On some combo's the intake with the most peak HP will not be the fastest as other intakes may have a better power band in his RPM range. Ron
Herr_Poopschitz
Well-Known Member
Converter, gear, tire diameter, gross weight, cam, compression, heads/work, exhaust please.
Ron, you have MW sized stuff on yours, no?
Ron, you have MW sized stuff on yours, no?
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The OP has posted elsewhere asking about torque converter stall. I thought I also read a post asking about axle gearing.
We know that the trick to a well running street car is the same as a well running track car: It is all in how well the combination is matched. 12.0 to one CR and a 2 barrel carb, 2.76 gears in a 6300 lb limosine? 7.0 to one with dual fours and a 7800 stall converter in a 79 Aspen? I'm not sure the OP has clearly stated all the specs of his car. All I recall is that he has a 493 that he doesn't plan to race.
Regarding those that question why a man would build a 500" engine and NOT race it : Why do you give a crap? Maybe these guys want more midrange torque than a 440 delivers. Maybe they want to run 2.76 or 2.94 gears but still want to have torque to smoke the tires anytime. Not everyone is like YOU guys that like to spin your engines over 6000 rpms. Street engines that stay below that will live far longer and break fewer parts. For those that do care about mpg, a low cruising rpm 500 can still get 15-17 mpg. The OP lives in Europe where they never met a tax that they didn't like. Taxes account for 70-80% of the cost of fuel there. Why the hell else would they have so many tiny cars and narrow streets?
The OP has already bought the Edelbrock RPM. It has a good rep for being great for torque while still being stronger than others at higher rpms. Not a bad choice.
We know that the trick to a well running street car is the same as a well running track car: It is all in how well the combination is matched. 12.0 to one CR and a 2 barrel carb, 2.76 gears in a 6300 lb limosine? 7.0 to one with dual fours and a 7800 stall converter in a 79 Aspen? I'm not sure the OP has clearly stated all the specs of his car. All I recall is that he has a 493 that he doesn't plan to race.
Regarding those that question why a man would build a 500" engine and NOT race it : Why do you give a crap? Maybe these guys want more midrange torque than a 440 delivers. Maybe they want to run 2.76 or 2.94 gears but still want to have torque to smoke the tires anytime. Not everyone is like YOU guys that like to spin your engines over 6000 rpms. Street engines that stay below that will live far longer and break fewer parts. For those that do care about mpg, a low cruising rpm 500 can still get 15-17 mpg. The OP lives in Europe where they never met a tax that they didn't like. Taxes account for 70-80% of the cost of fuel there. Why the hell else would they have so many tiny cars and narrow streets?
The OP has already bought the Edelbrock RPM. It has a good rep for being great for torque while still being stronger than others at higher rpms. Not a bad choice.
benno440
Well-Known Member
my rpm intake is having a full port job, so should flow well, this is the route i went, i can change later if i want to hey.
plus my car weighs 3800lbs, has a OD manual 4 speed. i think i made the right choice.
383man
Well-Known Member
The intake ports on the heads and the intake manifold were opened up to about Max Wedge size as they were matched up to each other when ported some. Other then that I did not have much done to them to keep the price down. I used to enjoy porting my own heads but I cant no more because of my back as I cant stay bent over the workbench like that so I had Dwayne Porter do the work on them. Plus he is a pro and I am sure he is a much better head porter then me and he flows his heads when done so he knows what works. Ron
Supershafts
Well-Known Member
You can ask about tires and weight and gear and tc all week....
It still will not REACT or have the same issues as a 440.
The entire problem here............................................
Because the block or heads are CAST as a 400, 440, 426 or whatever.... you and most BUILD them as if its a 440...
YOU/OP are no longer building a 440 and this motor NO longer has the characteristics of a 440...
But since somewhere the term street car was thrown out it doesn't matter.
.
it doesn't need 2 doms and a TR, if it had enough to make use of it, i'd recommend it but that ain't gonna be faster or better than my original call.
.
383man
Well-Known Member
I dont build every eng like they are 440's as I build mine to the combo I am looking for. It sounds like you want us to build every eng with a Victor intake and my point is the gear , converter and weight do have alot to do with his intake choice and if it is a street car will reflect my intake choice also. Thats the only point I am saying and its apparent you feel he should use a different intake then I do but thats fine as we all wont pick everything the same for every combo. Ron
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