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493 street/strip intake help

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Dan64

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I'm putting together a 64' Polara street car that will occasionally see some track time . The goal of the build to to have a high 10 second street car to take local shows ,cruises and sometimes the track. Quick run down on what i have at this point; 493 with 4.150 Ohio crank,Eagle H beam 6.760 ,Icon 23.7 cc dished pistons which should put me @ about 10 to 1 all said and done. Heads have not been purchased yet but the engine builder is thinking Trick flow 270's.The cam he chose is a Sig Erson hydr. roller 250/258 @ 50 and with Harland Sharp 1.6 should be just at 600 lift.The car has a Dana 60 with 4.10 ,29.5" cheater slicks ,ss springs and will run a manual valve body 727 I've used this engine builder before on some Chevy motors and have been very satisfied ,his machine work is top notch. He has built a couple of other motors with Trick Flow 270's but they were all out race so this is a first for him and myself. So to you guys on here that have a lot more experience at this stuff then me what intake would you recommend? and what carb or E.F.I. . Hood clearance is always an issue and i do currently have a stock height max wedge scoop but i don't think that will work with a Super victor and air filter . Any suggestions on intake, heads or even cam is welcomed. Am I on the right track?.
 
Using 270s limits your intake choices to maxwedge port intakes. I think 240s would get you where you want to be with more choices available .
Andy F's input would be what i would look for.
If you want to stick with the 270s, i would suggest a mopar 337, fairly low manifold for hood clearance, works well, but getting very hard to find.
I want one too.
 
i would suggest a mopar 337, fairly low manifold for hood clearance, works well, but getting very hard to find.
Click to expand...

Good call.
The Indy dual plane opened to MW size is the only other choice that meets all the criteria.
 
Yes, the 270's definitely limit my choices on intakes. I know that 383man on here runs a 493 with Indy dual plane and has run a 10.7 which is exactly where i want to be . He has max wedge sized heads but is not using trick flows. Is there a core shift issue with indy dual plane 's ? .If i went that route would i be better off getting one already ported from Hughes or somewhere as to not deal with one that may have a core shift issue?. Am i giving up a lot going with a dual plane vs something like a super victor or track heat?.
 
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I’m sure Ron (383man) will chime in with details. I could be wrong but I believe he runs Indy EZ’s with portwork from Dwayne, but I was under the impression it was a standard port window deal.
I don’t have experience with MW port builds, so throwing the following out the window may be warranted. With that said, for a street car, I think high 10’s should be pretty easy to obtain from a well thought out 493 combo without going to MW ports, and I would think std port heads would move your power down into a much more street friendly RPM neighborhood, especially with the Indy 2D intake (????). Admittedly, When I think of MW ports, I think high RPM, single plane, street UNfriendly thoughts.
 
Trick flow 240s flow enough to support the horsepower and torque to hit the numbers you want. More intake options avaliable. The edelbrock torker is an older design that works well with a relatively low profile for a single plane that doesnt give up much in torque. Match to the intake ports and knife edge they come alive. Around 300 adv duration with a 260ish lift @ 50 cam single pattern on 108. Annular booster carb. She'll run like OJ.
 
Aside from there being more intake choices is the 240 head just better for a street/strip car ? is the 270 just too big?.
 
Mmm. The 240 flows around 330cfm as advertised. Good enough for 650 HP give or take. The 270 has larger ports as stated and flow a little more. IMHO the fact that there are more options with the 240 makes them a better street/strip head. If your goal is mid 10s then they'll be good with your build out with room to grow. 2 cents. Luv the 64 polara btw
 
Dan64 said:
Aside from there being more intake choices is the 240 head just better for a street/strip car ? is the 270 just too big?.
Click to expand...
I find it difficult to believe that the 270 head can be "too big". Early iron oval port rat heads are 290, big ports around 320, and stroker rats often use 360 cc ports. The disadvantage for the tf 270s is the lack of intake selection. They will make your engine ask for more rpm.
 
270's & the Indy DP would be my recommendation port matched, without a hood clearance problem the Indy SP port matched.
 
33 IMP said:
I find it difficult to believe that the 270 head can be "too big". Early iron oval port rat heads are 290, big ports around 320, and stroker rats often use 360 cc ports. The disadvantage for the tf 270s is the lack of intake selection. They will make your engine ask for more rpm.
Click to expand...
Agree. Not too big. Just limitations on intake. I see the 270s being happiest with a tall single plane intake for twist. Might be a problem if hood clearance issues.
 
The 240's can get you where you want to be. That coupled with the much larger selection of intakes would make me lean towards the 240's. I used the 240's on my last build (511 inch B) with the trick flow intake and the engine makes just under 600 HP and just over 640 torque with a Holley Sniper system. On my other car (496 RB) I use a Holley Street Dominator with 850 DP Carb. This car has Air Grabber and everything fits under stock hood. I don't know if its a 10 second car but its a blast to drive. Good luck on your build.
Frank
 
Thanks for all of your input,has any of you run a Track Heat intake on a set of 270's?.
 
I won’t speak for Ron, but I am familiar with his top end.
They are EZ heads at MW size, and the Indy 440-2D has been opened up to match.

The “best” std port manifolds are likely going to result in some hood clearance issues, and the ones that are low enough to fit will def be down on power to the others(Victor, TF).

The MW size heads and the 440-2D(or 337) are going to be hard to beat from a power vs hood clearance standpoint.
 
PRHeads said:
I won’t speak for Ron, but I am familiar with his top end.
They are EZ heads at MW size, and the Indy 440-2D has been opened up to match.

The “best” std port manifolds are likely going to result in some hood clearance issues, and the ones that are low enough to fit will def be down on power to the others(Victor, TF).

The MW size heads and the 440-2D(or 337) are going to be hard to beat from a power vs hood clearance standpoint.
Click to expand...
Thank you for that information i appreciate it. If i do decide on the 270's and 440-2d or maybe even the track heat intake if i can work out the hood issue,what are your thoughts on the Erson cam =Hydr. roller 250/258 @50 /600 lift with 1.6 rockers ,110 in at 108 with 10 to 1 cr ?.
 
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PRHeads said:
I won’t speak for Ron, but I am familiar with his top end.
They are EZ heads at MW size, and the Indy 440-2D has been opened up to match.

The “best” std port manifolds are likely going to result in some hood clearance issues, and the ones that are low enough to fit will def be down on power to the others(Victor, TF).

The MW size heads and the 440-2D(or 337) are going to be hard to beat from a power vs hood clearance standpoint.
Click to expand...


Didn't you and Firefighter do a back to back between the 2D verse the 337 on his 650-700 hp build? I thought that the 337 made meaningfully more power. Maybe not, that was long ago and my memory is not what it was.
 
BSB67 said:
Didn't you and Firefighter do a back to back between the 2D verse the 337 on his 650-700 hp build? I thought that the 337 made meaningfully more power. Maybe not, that was long ago and my memory is not what it was.
Click to expand...

Found it. Closer than I thought. Looks like between 5 - 25 hp difference, depending on manifold modifications and spacers. Not sure you can use a 1" spacer on a flat hood with the 2D. I'm using a 1/2" spacer, and my carb to air cleaner lid to hood is as tight as I dare.

Also interesting, and similar to my results, milling out a portion of the divider not only helps up top, it doesn't appear to hurt down low much, somewhat flying in the face of conventional wisdom. I guess 4000 rpm on a 570 inch motor isn't really "down low".
 
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Russ, on that particular motor the 337 was the clear winner between it and the 2D.
It would more than likely show similar results on the OP’s combo........ if you can find one.
The 2D may not be the preferred choice of those two....... but at least it’s readily available.
And, as has been illustrated by Ron’s 63........ it can get the job done.

I haven’t looked at those results in a long time.
As I recall we tested it with no spacer, and a 1” and 2” spacer.
How I remember it is, the spacers helped the 2D quite a bit.
On that test the divider was only cut down about 3/4”.

The reason for the shorter pulls on that series of tests was there was an oil control problem with the pan that was on the motor at that time.
You only had so much time before it started having problems with the oil keeping the p/u covered.

After that was discovered on the dyno..... the motor got a “real” pan.
 
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