BBF INTAKE SHOOTOUT ....

Carl wrote:No tuning of the carb? All this test shows is which intake works best with the carb as it was set up. There can be significant differences in jetting required from one intake to the next. If they took the time to re-jet for each manifold, they'd have some legitimate results.

X2 Carl... One intake I never saw on either "fact sheet" was the iron SCJ or D0OE-9425C... In "my opinion" a very good performing intake with the exception of the 40 lb difference over most aluminum intakes... On my 86 F150 Ext. Cab, with the 466, ported D3's, moderate cam in the 230'ish @ 050 range, and an 850 Holley, it would run the same mph in the 1/8 as it did with the 8012 Stealth, both set-ups tuned per manifold, and each running a 200 hp shot, in a 5500# truck... Both set-ups ran just less than 105mph in the 1/8 mile, launching in 4wd on the full 200...







Doug...

Doug! damn your truck is fast..9.97....I lost track of your truck after you had it painted! and everyone came to Nicks site! and your trucks 300 lbs light than my fairlane.

'65 T-BOLT wrote:Doug! damn your truck is fast..9.97....I lost track of your truck after you had it painted! and everyone came to Nicks site! and your trucks 300 lbs light than my fairlane.

wait 'til next year!

schmitty wrote:
Does this number take into account for different ci engines or does the rpm go down when the ci goes up? How does the Victor compare to the TFS single plane IYO Uncle Charlie?

Absolutely right. rpm and cubic inches are inversely proportional if all else is equal. Very roughly in a 1:1 relationship. 20% more displacement means 20% less rpm to get to the same point. And vice versa. Again, very roughly.

paulie

Bruno thank you for posting those results even though few don't agree, it does lend a bit of information as to each intakes "general performance". If I may offer my opinion as others have, the Weind 8012 part is a beautiful manifold and to look at it one would think it must offer the best performance of any dual plane part! And it may just do that, perform well on the street or in applications where low engine speed is a must! My good friend from Roseville mentioned the 8012's potential and his thoughts but I must say, I've seen flow numbers on the un-ported 8012 and those numbers are rather pathetic! When the sponsor of the flow test and I were finished talking about the 8012, it seemed to me to be just a good street manifold for a heavy vehicle or a vehicle used in towing. But then again, what the hell do I know!

Just my $0.02.
Dave.

thanks real world info.knew the factory scj was a good intake,i have a shelby cj made for a dominator if you want to test a rare intake.

when i get time ill post details of testing 4 different manifolds ,and a few different carbs on my 72 torino,
ran at 4200lbs,and it was left in drive every pass. including factory dual quad intake

anyone wanna buy a set of c8ve heads
i got a set and they are the same as dooe heads

sounds like this test was a wast of time and gaskets

I have not had the chance to dyno this combo , but I have used the 8012 stealth intake on several 460-477 inch stock stroke engines, flat top pistons with a 2 inch adaptor to a 1050 2 circuit 4500 holley . These were solid roller and flat tappet cam deals with ported Dove's , even ran it with a hyd flat tappet on one engine and a Victor would never run as good on the track as this combo.

Randy,

Have you ever seen this Stealth spacer dommi deal on the dyno, and do you think the extra plennum area is what helped? This was also a powerglide car 3000 lb.

BOSS 429 wrote:when i get time ill post details of testing 4 different manifolds ,and a few different carbs on my 72 torino,
ran at 4200lbs,and it was left in drive every pass. including factory dual quad intake

any updates ?

Whew! I read the results backwards. I have a Weiand Stealth, nice to know its the all around best. That's kind of close to my build, same brands, just their better products.

Very cool and good to know, should be a sticky like the heads.

Wow, I guess the Weiand isn't good. Now I'm depressed considering that I already have it. Could I do something to make it better?

Id imagine a carb spacer may help. increase plenum volume could help

What effect does milling down the center divider have on the Stealth.Does it act like a spacer?
Bob

I've brought my center divider (8021) to a point and made a 1" 4 hole spacer into a 'super sucker' type spacer, very mild ported gasket matched D0VE-C's w/2.25/1.72 valves. Cam is 540/541 lift, 244/251 @ .050 dur. hyd flat tappet, 460.
Thanks

mustang68mustangs1 wrote:What effect does milling down the center divider have on the Stealth.Does it act like a spacer?
Bob

I did this very "A - B" test on a dyno.
Milling a notch in the plenum divider 2" long by .800" deep on a #8021 was worth 11 horsepower at the peak on a 513" engine with A429 heads and a C460 hydraulic camshaft at a cost of about 20 lb/ft of torque under the torque peak.

rmcomprandy wrote:

mustang68mustangs1 wrote:What effect does milling down the center divider have on the Stealth.Does it act like a spacer?
Bob

I did this very "A - B" test on a dyno.
Milling a notch in the plenum divider 2" long by .800" deep on a #8021 was worth 11 horsepower at the peak on a 513" engine with A429 heads and a C460 hydraulic camshaft at a cost of about 20 lb/ft of torque under the torque peak.

Good Info!
so is it safe to say not really the best mod for a street engine? more of a Wide Open Throttle mod?

GT300TD wrote:I've brought my center divider (8021) to a point and made a 1" 4 hole spacer into a 'super sucker' type spacer, very mild ported gasket matched D0VE-C's w/2.25/1.72 valves. Cam is 540/541 lift, 244/251 @ .050 dur. hyd flat tappet, 460.
Thanks

I forgot to add, will the gap at the bottom of a super sucker act about the same as millinging a slot in the divider? I got the idea of putting the edge on the divider instead of the flat surface off of this forum or 460.com. Any comments?

Doesn't coolant flow through the center divider on the intake?

Diggindeeper wrote:

rmcomprandy wrote:

mustang68mustangs1 wrote:What effect does milling down the center divider have on the Stealth.Does it act like a spacer?
Bob

I did this very "A - B" test on a dyno.
Milling a notch in the plenum divider 2" long by .800" deep on a #8021 was worth 11 horsepower at the peak on a 513" engine with A429 heads and a C460 hydraulic camshaft at a cost of about 20 lb/ft of torque under the torque peak.

Good Info!
so is it safe to say not really the best mod for a street engine? more of a Wide Open Throttle mod?

For me, a spacer is more of a tuning part for the whole combo. Like advancing or retarding the cam. Might need more on the bottom or the top to get down the track quicker. Just gotta try it on the car at the track or on the street.

bb429power wrote:Doesn't coolant flow through the center divider on the intake?

I just meant that I ground the plenum divider in the center. It is about 3/32 wide and is flat in the top. I ground it to a knife edge. I read on a forum awhile back it smoothes the fuel flow out. Maybe it's just an 'old rodders tale', but I figured it couldn't hurt?!!

I knew that's what you meant, but I though that someone else was talking about grinding it down further.

This turned into a weird argument about the Weiand Stealth manifold.
I ran one for years and found it to be ok in a TRW Flat top 429 application with 2800-3000 stall and 4.56 gear shifting at 5500 to 6000 rpm. (It actually slowed down slightly if you shifted at 6000 in this configuration) This was in a 3700 pound truck that I bracket raced. I used a 750 Holley on it and it ran 7.90's in the 1/8th at 85 mph.
The Heads to begin with were d3ve's with a very minimal porting (bump removed, pocket ported, stock valves). After a lot of years I passed it along to my son and with no other changes my son installed a large hooker header on it and a 950 Quick Fuel carb and it picked up 3 tenths in the 1/8th. BAM. I had always subscribed to the smaller is better theory. I told him it wouldn't work. I was wrong. Those manifolds like a lot of carb. This last year my son pulled the d3's off and installed a set of c9ve's on it with big valves and a little more porting (the intake port was larger than the stealth but no other changes other than these) and at the same time he put a Pro Systems 950 Alcohol carb on it. It picked up 3 more tenths again to 7.30's at 91 mph. With basically 3 changes alcohol carb, large tube header and more compression/heads it picked up 6 tenths in the 1/8 mile. Remember the RPM is still never over 6000 (stock rods) and the starting line rpm is in the 2500 range. I forgot to mention that the cam was a class legal stock eliminator cam (from the 90's) with stock SCJ lift. The cam duration is 240 and the lobe separation angle is 106. Installed straight up. This post does not mean another manifold might not have been better than the stealth but this was an actual test with real world results and I think in this case that the stealth did ok. I built the motor in the early 90's. and other than the changes listed it's never been apart.

Here he is in the first round running me.
He is dialed a 7.40 here but broke out with a 7.38 whacking the throttle like crazy. It ran mid 30's latter own in the day.

https://www.youtube.com/watch?v=GYaoi6kJzmE

I don't know if it has been mentioned however, Wide Open Throttle torque production has little to do with part throttle transition torque and drivability in a street type vehicle.

All dyno runs to sorta simulate this should be done at 1/3 throttle with the secondaries closed, (or a single barrel Holley 1940 carb adapted), in order to get a real picture of how the reaction will be with regular driving down the road.

What was done here will probably give and accurate picture of how this engine will act getting on the freeway.