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Discussion Starter #1
I was all set to get the TFS Track Heat intake till I see that the port size on the 4500 flange manifold is huge:hmmm:. I dont want a port mismatch. Should I just go with the Victor and port match the intake to my heads? Has anybody ran a Bigs Dominator 1050 carb? Thanks for any input. Just for reference here are the motor specs:
DOVE block .080 over
SRP pistons 11.5:1 Comp(Zero Deck)
Scat H-Beam Rods
Comp Cam 300AR-10 Solid roller(.663 lift 262 [email protected] 110 Lobe sep)
Heads Ported C8VE's with 2.19 1.76 Valves
 

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I was all set to get the TFS Track Heat intake till I see that the port size on the 4500 flange manifold is huge:hmmm:. I dont want a port mismatch. Should I just go with the Victor and port match the intake to my heads? Has anybody ran a Bigs Dominator 1050 carb? Thanks for any input. Just for reference here are the motor specs:
DOVE block .080 over
SRP pistons 11.5:1 Comp(Zero Deck)
Scat H-Beam Rods
Comp Cam 300AR-10 Solid roller(.663 lift 262 [email protected] 110 Lobe sep)
Heads Ported C8VE's with 2.19 1.76 Valves
The Edlebrock Victor 460 runners, although passenger car sized runners, are on Cobra Jet port centers and do not match up perfectly to the passenger car head intake ports (they are slightly offset). If you want to match the Victor runners to your passenger car heads, it is best to perform a "Victor port match" on your passnger car heads only and leave the runner exits on the Victor alone (as far as port alignment goes). This means that you will be port-matching one side of your cylinder head's intake port walls to align with the Victor runner's wall that is outside of the passenger car port entry. The opposite side of the Victor intake manifold's port runner will already be well inside of the cylinder head's port runner wall; do not widen that side of the manifold runner to match the head port because you will essentially be "bell-mouthing" the port match and this will reduce the rate at which the air/fuel mixture is entering the cylinder head.

There is also a lot to be gained in the plenum area of that intake, in the form of floor work and also blending the transition from the carb pad to the roofs of the runners.

LO
 

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Discussion Starter #4
The Edlebrock Victor 460 runners, although passenger car sized runners, are on Cobra Jet port centers and do not match up perfectly to the passenger car head intake ports (they are slightly offset). If you want to match the Victor runners to your passenger car heads, it is best to perform a "Victor port match" on your passnger car heads only and leave the runner exits on the Victor alone (as far as port alignment goes). This means that you will be port-matching one side of your cylinder head's intake port walls to align with the Victor runner's wall that is outside of the passenger car port entry. The opposite side of the Victor intake manifold's port runner will already be well inside of the cylinder head's port runner wall; do not widen that side of the manifold runner to match the head port because you will essentially be "bell-mouthing" the port match and this will reduce the rate at which the air/fuel mixture is entering the cylinder head.

There is also a lot to be gained in the plenum area of that intake, in the form of floor work and also blending the transition from the carb pad to the roofs of the runners.

LO

Thanks for the great info! So am I on the right track as far as this is the best intake for my current combo( When running a Dominator)?
 

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I no longer really think in terms of "best" anymore. There is more than one way to skin a cat/several ways to get really good power in most engine combos.

The Victor is a great intake and works very well in as-cast form with OEM heads, even better when the heads get the Victor port match.

On the other hand, the TFS Track Heat intake has its runners on passenger car port centers and offers up more horsepower in certain combos, but with the OEM heads people are getting mixed results...while the TFS track Heat seems to do better than the Victor when installed onto TFS heads.

With its CJ-sized runners, the newer TFS Mafia intake seems to support the greatest overall power in almost every build. Compared to the other two noted above, this intake needs virtually nothing and is essentially ready to bolt on. But executing the full CJ port match (to take full advantage of this intake) to your iron heads is usually an overwhelming and painstaking job for most and frankly is my least enjoyed induction modification (actually it might be my least enjoyed of any modification). Buy a lot of carbide bits, including a few 1-inch diameter double-cuts at about $50 apiece, and be very, very patient.

When all is said and done between these three intake manifolds, horsepower differences will be obvious on the dyno but the amount of hp one of these intakes offers over the other will make little difference if you're running a jet pump & impeller on the back of your boat.
 

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Port-O-Sonic

I no longer really think in terms of "best" anymore. There is more than one way to skin a cat/several ways to get really good power in most engine combos.

The Victor is a great intake and works very well in as-cast form with OEM heads, even better when the heads get the Victor port match.

On the other hand, the TFS Track Heat intake has its runners on passenger car port centers and offers up more horsepower in certain combos, but with the OEM heads people are getting mixed results...while the TFS track Heat seems to do better than the Victor when installed onto TFS heads.

With its CJ-sized runners, the newer TFS Mafia intake seems to support the greatest overall power in almost every build. Compared to the other two noted above, this intake needs virtually nothing and is essentially ready to bolt on. But executing the full CJ port match (to take full advantage of this intake) to your iron heads is usually an overwhelming and painstaking job for most and frankly is my least enjoyed induction modification (actually it might be my least enjoyed of any modification). Buy a lot of carbide bits, including a few 1-inch diameter double-cuts at about $50 apiece, and be very, very patient.

When all is said and done between these three intake manifolds, horsepower differences will be obvious on the dyno but the amount of hp one of these intakes offers over the other will make little difference if you're running a jet pump & impeller on the back of your boat.
Port-O-Sonic works well on BBF's. You'll need to machine a spacer but there is plenty of room to bore out to dominator bores. Ran a 1050 on a 510 BBF for years before turbocharging it. Ran the same manifold welding in injector bosses on the turbo engine.
 

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I no longer really think in terms of "best" anymore. There is more than one way to skin a cat/several ways to get really good power in most engine combos.

The Victor is a great intake and works very well in as-cast form with OEM heads, even better when the heads get the Victor port match.

On the other hand, the TFS Track Heat intake has its runners on passenger car port centers and offers up more horsepower in certain combos, but with the OEM heads people are getting mixed results...while the TFS track Heat seems to do better than the Victor when installed onto TFS heads.

With its CJ-sized runners, the newer TFS Mafia intake seems to support the greatest overall power in almost every build. Compared to the other two noted above, this intake needs virtually nothing and is essentially ready to bolt on. But executing the full CJ port match (to take full advantage of this intake) to your iron heads is usually an overwhelming and painstaking job for most and frankly is my least enjoyed induction modification (actually it might be my least enjoyed of any modification). Buy a lot of carbide bits, including a few 1-inch diameter double-cuts at about $50 apiece, and be very, very patient.

When all is said and done between these three intake manifolds, horsepower differences will be obvious on the dyno but the amount of hp one of these intakes offers over the other will make little difference if you're running a jet pump & impeller on the back of your boat.
Good Info!!!! If it were me I would probably stay with an 850 holley and a stealth manifold, simply for the fuel economy and ease of tuning and port work involved. You will probably come real close on the dyno(if you choose) and save a dime or two at the pump! Dominators are a wot carb and don't play well with fuel ecomomy. Pipe in Lakes if I am off base on this, please! Mark
 

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Port-O-Sonic works well on BBF's. You'll need to machine a spacer but there is plenty of room to bore out to dominator bores.
Portosonic's were available with a Dominator flange as well as the 4150 flange; it's not always necessary to make one from a 4150-flanged version..

LO
 

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Dominators are a wot carb and don't play well with fuel ecomomy. Pipe in Lakes if I am off base on this, please! Mark
Why is a proberly setup dominator a bigger fuel pig than a 4150. A/F ratio is A/F ratio, regardless what is mixing it. If its dead on, its dead on. If its moving more fuel, it has to be moving more air to maintain the A/F, and if its moving both in the proper amounts, it has to be making more power. If you do not care for the additional AIR to enter the engine, and mix with PROPER amount of ADDITIONAL fuel, which results in this additional power, simply throttle back.

I hear this same BS about tunnel rams, and it makes me laugh!



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Why is a proberly setup dominator a bigger fuel pig than a 4150. A/F ratio is A/F ratio, regardless what is mixing it. If its dead on, its dead on. If its moving more fuel, it has to be moving more air to maintain the A/F, and if its moving both in the proper amounts, it has to be making more power. If you do not care for the additional AIR to enter the engine, and mix with PROPER amount of ADDITIONAL fuel, which results in this additional power, simply throttle back.

I hear this same BS about tunnel rams, and it makes me laugh!
You answered your'e own question. Reread and think! I run a tunnel ram as we speak and tune myself. Air requires fuel to keep the proper A/F mix. More air, more fuel!
 

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You answered your'e own question. Reread and think! I run a tunnel ram as we speak and tune myself. Air requires fuel to keep the proper A/F mix. More air, more fuel!
AND MORE AIR MIXED WITH MORE FUEL EQUALS MORE POWER
BACK OFF THE THROTTLE. LESS AIR/LESS FUEL. ITS ALL PRETTY SIMPLE.
Why is it EFI is some much smarter than you are. It will only put in the fuel the is programed for the air flow. If you don't open the throttle, it won't dump the fuel. The RPM amnd the power are directely tied to the throttle blades. Its why they are there.

If you can explain how a engine can take in more fuel and more air for the same HP with EXACTLY the same AF, I's love to hear your explaination.



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AND MORE AIR MIXED WITH MORE FUEL EQUALS MORE POWER
BACK OFF THE THROTTLE. LESS AIR/LESS FUEL. ITS ALL PRETTY SIMPLE.
Why is it EFI is some much smarter than you are. It will only put in the fuel the is programed for the air flow. If you don't open the throttle, it won't dump the fuel. The RPM amnd the power are directely tied to the throttle blades. Its why they are there.

If you can explain how a engine can take in more fuel and more air for the same HP with EXACTLY the same AF, I's love to hear your explaination.
Toss a dominator on an iron set of heads? I'm am not going to waste time explaining head flow, fuel puddle and buttery fly size. I think there are enough people laughing in the back ground now. Mark
 

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