i think that intakes actually on my car now if someones intrested in upgrading im sure you can get a mild used intake and useable as-is carb for $250-300 together
I think I'm gonna pop that kid in the chops next time I see him... I wanted it back. Oh well, I guess I don't really need TWO of them... j/k Bowstick, it is still safe to come around...
ya, i think you did some port work to it right? i bought one off ebay but it was all stripped out, so i resold it and bought his
I got it already ported. I originally thought it was really ported heavily, but when I bought a second one in stock condition, I found that it was just cleaned up (and roughed up for better air/fuel mix). They didn't leave too much material on them at the factory so there really isn't much room for porting, except to knock out casting marks. So, what is your setup and how is it running for you? I had a great time with that manifold. It was a real kick in the pants.
school and lifes kept me from getting it back on the road... but its a 306, forged inners, e303 cam, gt40s, ur intake, 625 demon, headers, the usuall i guess lol
I tried a demon on it, not sure what size, just swapped with a buddy to try it out and he tried out my edel 600. I couldn't get it to work. That was before I learned how to tune a holley, so all I was doing was leaning out the idle mixture. It was too rich, and would bog on hard accelleration. I think it was a good carb, but I just didn't know how to tune it to fit my engine. By the way, you may need to adjust your carb...it looks like it is mounted a little crooked...
intake I just put on a 600cfm carb on my 71 comet gt and i have the edelbrock performer rpm intake it runs great i like it alot!
I do believe that the magazine worries about manufacturers pulling their advertising. And pulling advertising would hurt Edlebrock too. but that didnt stop them from calling out Canfield for lying about their "stock" cylinder heads. since it also did a story where AFR, TFS, and Canfield, out performed the Edlebrock offerings. So I dont get it, does that mean AFR influenced that test? All I have so far is my lab (My Maverick) and it's quite a bit faster to about 6400 RPM. I G-teched the Mav with both and it picked up a solid 2 tenths and 2 MPH. I ran a Torquer on the street for years and dont think they are junk I just learned they are inferior to a good dual plane if you dont spend the majority of your time over 6000 RPM. I will try to dyno the two of them if I can. I have one of each and both are cleaned up and gasket matched.
69gt, it that a new Torker, or the old style torker with the 10 degree twist on the carb? It is pretty common knowledge the the new TorkerII is not worth a crap, but the old Torker289 is what we are talking about. Wish I had access to a dyno so I could get real-life numbers and not be arguing by my seat-of-pants experience.
Yea, Not trying to be a stick in the mud. I do have an old Twisted Torker as they call them. It's gasket matched and the ports are cleaned up same with the Air Gap. It was a lot of fun but the Air Gap just out performed it. It was very noticable. On that note that's what it did on my souped up 302 5-Speed Maverick with 3.70s. I have no idea if it will perform better on a different motor with a different cam and such. I swear I am not working for Edlebrock
That's the one thing you have to remember in comparing intakes. What one does on a certain motor isn't neccessarily what will happen on a different build. High rise dual planes as a general rule are far more street friendly than a single plane. And contrary to what the rpm range they're advertised to work at, they all work from idle on up to 6500 rpms. They simply give you room to grow on in future upgrades as opposed to a a Performer or Action plus type will.
I think the reason that the T289 has served me so well in the past is that I tend to use cams that don't even make power until 2500 rpm***, so a dual plane is just not going to keep up with a decent size cam like a single plane will. This is why I didn't gain torque down low as advertised, the cam wouldn't allow it. Then the power up top was super responsive with a single plane, but a stuffy dual plane just couldn't feed the cam as effiecently, so the engine got lazy. In all fairness, the 302 that I used the RPM on got some of it's high end zip back when I used a 2" open spacer on it. However that left me without air cleaner. So I only used it on 'special occasions', when a little extra power was needed for an evening. (during the whole month the RPM was on the engine) You'll notice I didn't recommend a single plane for the original poster... I just don't care for single plane bashing when myself and plenty of other folks know better. Edit: ***The key to making power with a 289/302 is to get the rpms up... Like it or not. These short strokes LOVE TO REV. If you want low rpm torque, get a 347 or larger...
