Anyone know the height difference between a stock 440 intake or ch4b and the performer RPM?
The performer RPM is about 1.5 in taller than the CH4B.Anyone know the height difference between a stock 440 intake or ch4b and the performer RPM?
RPM heightI don't if it would be the same, but an RPM is 1 15/16" taller than a factory iron manifold on a B engine.
Anyone know the height difference between a stock 440 intake or ch4b and the performer RPM?
So, if I read your post right you are saying a preformer rpm on a stock 440 will at let's say 4,500 rpm make less hp than the preformer on the same engine at the same rpm.Not mentioned, but most important of all......
The Performer RPM power range is 1500-6500 rpm.
The Performer powr range is idle to 5500 rpm.
Using a RPM on a stock engine or engine that is dead by 5500 will show a performance loss, not a gain [ compared to the Perf ].
Not mentioned, but most important of all......
The Performer RPM power range is 1500-6500 rpm.
The Performer powr range is idle to 5500 rpm.
Using a RPM on a stock engine or engine that is dead by 5500 will show a performance loss, not a gain [ compared to the Perf ].
So, if I read your post right you are saying a preformer rpm on a stock 440 will at let's say 4,500 rpm make less hp than the preformer on the same engine at the same rpm.
Interesting , I have to ask were did you get this information ? I have a preformer on a pretty stock 440 and was considering a upgrade to the rpm.
This information comes from Edelbrock, who state the rpm ranges for their intakes.
When the intake fits a variety of engine sizes, I believe Edel quotes the #s for the middle of the range.
Eg, For BB Mopar 413-426-440, the 1500-6500 is for the 426. On a 413, it will be more, maybe 1600-6600; on a 440, it will be less, maybe 1400-6400.
The point is the int should match the rest of the combo. You do not put a high rpm intake on a low rpm engine, & vice verI have used the RPM-AG on otherwise dead stock small blocks (minus the headers & dual exhaust) and I certainly could feel the power gain. There is a minor loss of low end torque. Easily ignored.
Rumble,
Sorry, what I said was correct. As cubic inches increase, the intake manifold runners need to pass a greater volume of air at a given rpm. At the upper end they will reach a choke point where they stall. So this changes the rpm range of the intake. The info I gave on the rpm ranges versus the engine size is correct in concept, & I gave approximate figures to show the difference...& the concept.
Do you think if a 440 Perf intake was put on a 800 cu in engine it would still pull hard to 5500 rpm? I don't think so.....
And no, never said or implied that the intakes, fall on their face at the Edels nominated number. They slow down & do not pull as hard.
For some engines such as the SB Chebby, there is a range of single plane race intakes to cover a wide range of rpm ranges. There is not a one size fits all because it would not provide optimum power.
The intake rpm ranges quoted by Edel are for optimum performance. Does not mean that the intakes will not work outside these ranges.
Geoff, I was about to more or less say what Wietse said.The installed camshaft in question is a factor that will determine the efficiency of the intake as well.
A single plane intake which is good for higher rpm's efficiency will be complimented by a big camshaft.
It's the overall combination that makes the engine.
You don’t think so or you dyno tested this and know so?Do you think if a 440 Perf intake was put on a 800 cu in engine it would still pull hard to 5500 rpm? I don't think so.....
Geoff, that was an idiot reply to bolster and idiotic example.Rumble,
Sometimes to demonstrate a concept, using an extreme example makes it easier to understand the concept.
Hence the 800 CI engine as an example.
What I have said is true.