Victor jr or performer intake

[Hulk_smash]

I have a victor jr and and performer the victor jr is single plane and the other one is dual but I want more top end but I’m hearing that my low end will be dead with the victor jr it’s going on my sbc 79 z28 camaro so I need to know if I use the victor jr will it give me more top end where the low end power doesn’t matter or does the dual plan make a big difference on both sides? Any thing will help

 

[Lowend]

The rest of your combo really determines what is the right intake manifold. Just dropping a Vic Jr on a stock car will hurt bottom end without really gaining you anything.

What Cam/Heads/Gears are you running (to start)

 

[Hulk_smash]

My cam is 1500 6500 rpm and my heads are 205 and my gear is stock I’m going to get 373 but later down the line I bored the motor 30. Over and the heads have a little work done I got them from my machine shop

 

[CorkyE]

Edelbrock advertises the Performer's rpm range as 0 - 5500, Performer RPM 1,500 - 6,500 and Victor Jr 3,500 to 8,000. Based on you cam, the RPM would be the better choice. Maybe you can do some trading. Can you give some more info on heads and engine?

 

[muscl car]

If you want more rpm from a dual plane you can notch the plenum divider . doing this will raise overall rpm by 1k rpm

 

[Hulk_smash]

The heads were 202s but got changed to 205 and They are 186’s but the motor has new crank and pistons and rods I had a spun bearing and a crack head so I’m rebuilding but I want more power as in more horsepower top end

 

[73 Z]

If the new pistons are forged, then there's always nitrous for top end. But in L.A. traffic low end is king, for a driver.

 

[G72Zed]

I would keep the Dual Plane, and when your ready for more "top end", you can add a spacer(s) to gain/tune the plenum volume, and notch the divider to help with top end.

Chevy High Perf Magazine ran an intake shootout back in the Sept. 2008 issue, if you can dig it up, it has good info. Short answer, the RPM cross over was 5,000 rpm in that test when the Vic Jr. started to shine.

That being said, I have dyno tested 4 intakes on my engine, the RPM DP was ahead up to 5,900 rpm by about 15-20 tq and HP compared to the Super Vic 2925, then the SV was ahead by the same amount after that. Key note was that the "average" TQ and HP was the same for both intakes over the test range 4,100 to 7,200 rpm.

 

[Hulk_smash]

I would keep the Dual Plane, and when your ready for more "top end", you can add a spacer(s) to gain/tune the plenum volume, and notch the divider to help with top end.

Chevy High Perf Magazine ran an intake shootout back in the Sept. 2008 issue, if you can dig it up, it has good info. Short answer, the RPM cross over was 5,000 rpm in that test when the Vic Jr. started to shine.

That being said, I have dyno tested 4 intakes on my engine, the RPM DP was ahead up to 5,900 rpm by about 15-20 tq and HP compared to the Super Vic 2925, then the SV was ahead by the same amount after that. Key note was that the "average" TQ and HP was the same for both intakes over the test range 4,100 to 7,200 rpm.

So if I was to use a spacer and try to notch the intake like the air gap performer your telling me it would be a lot better and give me what I’m looking for top end and low end and yes my pistons are forged

 

[Hulk_smash]

If the new pistons are forged, then there's always nitrous for top end. But in L.A. traffic low end is king, for a driver.

I was thinking about it but what’s a decent shot of nitruous so I want have to rebuild my motor in like 2 years but my pistons are forged