408w rpm air gap or victor jr intake

I have a 408w 9.5 compression
Tfs stage 3 hyd roller cam .236/.248 575 ish lift 110ls roughly
63cc home built procomp 210 with 2.05 int 1.60 ex
Had em built and ported by Eric wiengardner in Tulsa
They were 10 cfm down at .600 from victor jr head on intake.
Anyway I know these ain't the best heads but it's what I have.
My question is, I have an Edelbrock rpm airgap, and an edelbrock vic jr intake
850 holley dbl pump carb
Which intake sounds better to use?
Not sure what I will put this in..probably a fox body mustang
Or my wifes 2003 mustang gt when she wears it out..
More then likely just sit on the engine stand a few more years,
Just wanting to finish it up and seal it up with the intake
Thanks again

Air gap gets my vote with a set of 1-3/4 headers

Thanks.

vic jr , these bigger small block love bigger intake even with low compression and a small cam, 408 cubes with that cam and a dual plain intake will be dead at 5500 rpm, vic jr will get little rpm out of it and move more air, i have a 393w and im using a fully ported super vic intake on mine

johndickjr wrote:vic jr , these bigger small block love bigger intake even with low compression and a small cam, 408 cubes with that cam and a dual plain intake will be dead at 5500 rpm, vic jr will get little rpm out of it and move more air, i have a 393w and im using a fully ported super vic intake on mine

I guess you better check my last 414 Windsor Engine Masters entry.
There's a link to it somewhere in here.

A port matched "Air Gap" will make more horsepower right up to 5,500 RPM but, it doesn't simply die there. And, a lot more torque below that RPM. Especially with 9.5/1 compression ratio.

rmcomprandy wrote:

johndickjr wrote:vic jr , these bigger small block love bigger intake even with low compression and a small cam, 408 cubes with that cam and a dual plain intake will be dead at 5500 rpm, vic jr will get little rpm out of it and move more air, i have a 393w and im using a fully ported super vic intake on mine

I guess you better check my last 414 Windsor Engine Masters entry.
There's a link to it somewhere in here.

A port matched "Air Gap" will make more horsepower right up to 5,500 RPM but, it doesn't simply die there. And, a lot more torque below that RPM. Especially with 9.5/1 compression ratio.

he did not say he has a port matched intake, im sure a ported match intake will make more power

I'll put the air gap on it. Thanks for y'all help
It will be awhile before I run it but need to get it sealed up and shrink wrapped
I'm gonna check out your 414w Randy.

Just for everyone's information, when I actually compared their power to one another on the dyno, the Victor Jr. was also ported.

Both manifolds come with the same size ports at the flange which is smaller than the Ford Racing M-9439-A50 intake gasket which I use.

rmcomprandy wrote:Just for everyone's information, when I actually compared their power to one another on the dyno, the Victor Jr. was also ported.

Both manifolds come with the same size ports at the flange which is smaller than the Ford Racing M-9439-A50 intake gasket which I use.

how much power difference was there between the 2 and what about rpm ? i may have to try one out

johndickjr wrote:

rmcomprandy wrote:Just for everyone's information, when I actually compared their power to one another on the dyno, the Victor Jr. was also ported.

Both manifolds come with the same size ports at the flange which is smaller than the Ford Racing M-9439-A50 intake gasket which I use.

how much power difference was there between the 2 and what about rpm ? i may have to try one out

The Victor Jr. was 24 horsepower better at peak power but, worse everywhere below 6,000 RPM.
Peak power with the "Air Gap' was 6,700 RPM and peak with the Victor Jr. was 7,000 RPM.
We were forced by rules to use the "Air Gap" but, I wanted to see what the differences were.

I have a Super Victor to try but, never did because I saw no point here at this RPM level when the target and the rest of the engine is built for 3,500 to 6,800 RPM.

Street car with a tight convertor and highway gears use the dual plane.

Street strip car with a loose convertor and some digger gears use the single plane

Probably a stree car deal, just a engine stand deal for a few more years really
She likes her litte 4.6 mustang and while it ain't no power house its a good
Little work car.
I bought the parts 8 yrs ago..someday though

rmcomprandy wrote:

johndickjr wrote:

rmcomprandy wrote:Just for everyone's information, when I actually compared their power to one another on the dyno, the Victor Jr. was also ported.

Both manifolds come with the same size ports at the flange which is smaller than the Ford Racing M-9439-A50 intake gasket which I use.

how much power difference was there between the 2 and what about rpm ? i may have to try one out

The Victor Jr. was 24 horsepower better at peak power but, worse everywhere below 6,000 RPM.
Peak power with the "Air Gap' was 6,700 RPM and peak with the Victor Jr. was 7,000 RPM.
We were forced by rules to use the "Air Gap" but, I wanted to see what the differences were.

I have a Super Victor to try but, never did because I saw no point here at this RPM level when the target and the rest of the engine is built for 3,500 to 6,800 RPM.

i shift my 393 at 6500, so i am wondering it it would pick any et up, never tried any higher, car runs where i want it to (6.60s)so i didt see any need to push it harder currelnly running a fully ported super Vic

I have the air gap on my 408. 9.7cr Ford X305 heads , NO porting and Ford X302 hyd roller. 735cfm CJ vacuum secondary carb. 480 hp - 525 tq revs to 7,000 with the "HR" Ford lifters. 1-3/4 long tubes , 87 octane gas , 34* total timing. Except for being cold blooded on initial start up , I like the manifold.