Victor Jr Intakes
#13
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I'm wondering if you would see the same losses with the Victor Jr oval single plane on a oval port head, 100% not arguing the facts with the performer RPM/air gap manifolds. Just curious if it would fall somewhere in the middle between the two.
#14
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#16
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iTrader: (9)
if you are not running high RPMs never understood why run one of the Victors. the range states 3500 to 7500. Heck not many boats even running 6500 rpms more of less 7500 rpms. I would use the dual plane air gap and play with spacers especially wood or phenolic. Also port match at the very least. . Info on the Victors and rpms.
https://www.jegs.com/p/Edelbrock/Ede...79363/10002/-1
https://www.jegs.com/p/Edelbrock/Ede...79363/10002/-1
#17
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This article is all Edelbrock top end, but they are using Oval ports. The relevant part is at the end where they put a single plane weiand similar to the VicJR and the results were the same as stated in this thread. The VicJR is a good manifold, it’s more that the airgap filled a little niche between a truck manifold and real big power.
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#18
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if you are not running high RPMs never understood why run one of the Victors. the range states 3500 to 7500. Heck not many boats even running 6500 rpms more of less 7500 rpms. I would use the dual plane air gap and play with spacers especially wood or phenolic. Also port match at the very least. . Info on the Victors and rpms.
https://www.jegs.com/p/Edelbrock/Ede...79363/10002/-1
https://www.jegs.com/p/Edelbrock/Ede...79363/10002/-1
#19
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iTrader: (3)
for example. If my boat cruises at 3500, making 1psi of boost, I can replicate that on the dyno. At that point, you can adjust for best ignition timing, fuel mixture, record data, etc. Imo, there is no better way to find out a proper ignition curve, than watching and letting the engine tell you what it likes for ignition timing. This is pretty much how the manufactures do things. They certainly arent building a 700sci merc, or hellcat hemi, and just doing a 10 second sweep pull on the dyno and calling it a day.
its kinda amazing, because theres guys who build some pretty high end engines in our hobby. Spending well north of 50,000 dollars on a custom engine package. Using the best parts, sparing no expense. Yet, the final product, and its validity, is determined by a few simple wot pulls on a dyno.
#20
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i think a modern engine dyno can simulate those load scenerios, however, finding a shop that is willing to do that, is far and few. Theres just no way a sweep from 3500-6000 is going to give you a proper tune/test. You can bring the engine up to say 3500rpm, and load the brake to where you get a real world intake manifold pressure reading, to simulate the cruising load.
for example. If my boat cruises at 3500, making 1psi of boost, I can replicate that on the dyno. At that point, you can adjust for best ignition timing, fuel mixture, record data, etc. Imo, there is no better way to find out a proper ignition curve, than watching and letting the engine tell you what it likes for ignition timing. This is pretty much how the manufactures do things. They certainly arent building a 700sci merc, or hellcat hemi, and just doing a 10 second sweep pull on the dyno and calling it a day.
its kinda amazing, because theres guys who build some pretty high end engines in our hobby. Spending well north of 50,000 dollars on a custom engine package. Using the best parts, sparing no expense. Yet, the final product, and its validity, is determined by a few simple wot pulls on a dyno.
for example. If my boat cruises at 3500, making 1psi of boost, I can replicate that on the dyno. At that point, you can adjust for best ignition timing, fuel mixture, record data, etc. Imo, there is no better way to find out a proper ignition curve, than watching and letting the engine tell you what it likes for ignition timing. This is pretty much how the manufactures do things. They certainly arent building a 700sci merc, or hellcat hemi, and just doing a 10 second sweep pull on the dyno and calling it a day.
its kinda amazing, because theres guys who build some pretty high end engines in our hobby. Spending well north of 50,000 dollars on a custom engine package. Using the best parts, sparing no expense. Yet, the final product, and its validity, is determined by a few simple wot pulls on a dyno.