FORD RPM AIR GAP MANIFOLD DYNO TESTS & ATTEMPTED MODIFICATIONS!

WE TESTED A PORTED RPM AIR GAP AND MADE GOOD POWER. THEN WE MODIFIED THE PLENUM FOR MORE TOP END POWER AND CHECK TO SEE THE RESULTS!!! ALSO A COMPARO PERFORMER VS RPM-AIR GAP VS CLASSIC EDELBROCK F4B INTAKE WHICH IS ALSO THE SAME AS THE SHELBY INTAKE WHICH BOTH ARE CLASSIC COLLECTOR ITEMS!
THIS VIDEO MY 51st IS DEDICATED TO MY DEPARTED FRIEND HECTOR VAZQUEZ.
Obtw, I get numerous requests for technical advice and if interested, tex me @ 626 203 2712. Half hour to 1 hour+ rates are available. Most calls go over as posted and it is ok. US Pacific time zone.

[@tttony9426]

i agree with your comment on street verses strip content,look at any walmart parking LOT how many full blown race rigs do you see, none,,but you will see hundreds of old 4x4s,street cars,& NOW more early broncos,, us poor boys appreciate your mild street content,

[@Adrenacyde]

Ben, I could have EASILY watched another 40mins of this. Well-spoken, explained and easy to digest for all skill levels. Liked and Subscribed. Looking forward to your next video. Any old-school street racing stories would be good to mix in here and there. I know you've been around a long time.

[@benalamedaracing2765]

Thanks for your support and comments. Appreciate it greatly!

[@georgeduarte3240]

Thanks Ben. Very good video. This explains a lot. Very interesting.

[@bobcuomo5122]

Thank you Mr Alameda ...always a wealth of information !!!

[@bulldogbradford8081]

Nice video Ben!!!!!

[@yolocah]

great information and never heard before about the 180 + temp. It is this type of information that keeps me glues to your channel

[@benalamedaracing2765]

Many FI engines are closed loop @ anything below 180* and that will be harmful if the engine run with a computer configuration that is fix instead of input from the mass air flow sensor or EGT or both! And like i said many times anything colder than 180*f the engine wear is drastic and will wear it out fast.

[@bassettraceengines]

Thank you for sharing !!!

[@terrysibley9636]

Your technical explanations are spot on.

[@benalamedaracing2765]

Thanks!

[@carlking3964]

BEN, I CAN'T GET ENOUGH OF YOUR VIDIO'S!! THE INFOMATION IS PRICLESS 😎 AND MIXING UP OF YOUR STRIPP AND STREET INFO IS A G.R.E.A.T. IDEA AND I BELEIVE YOUR CHANNEL IS GOING TO THE MOON MY MAN 😁 I HAD 13 GTO'S AT ONE TIME WHEN I WAS YOUNGER, AND I CAN MAKE A PONCHO GET DOWN THE ROAD, AND I COULD THEN TOO, BUT MAN......I CAN ONLY WISH I KNEW, AND ALWAYS WANTED TO KNOW ALL THESE LITTLE THINGS THAT YOUR PUTTING OUT THAT EQEULS SO MUCH MORE POWER!! I CANT IMAGINE WHAT I REALLY COULDAV'E GOT OUT OF THEM WITH ALL THE LITTELEST THINGS THAT WOULD'VE DONE SO MUCH MORE!! 😊 I NEVER GOT OUTRAN ON THE STREET!!! THEY WERE BRINGING DRAG CARS RIGHT OF THE DRAGSTRIP, THATS WHAT IT CAME TO LOL, BUT....THEY NEVER GOTER DONE!!! THEIR IS A WORLD OF DIFFEANCE IN A DRAGSRIP CAR AND A STREET CAR LOL 😁 I KNEW HOW TO PUT IT TO THE GROUND WITH A WIDE SET OF SREET RADIALS AND STREET TIRES WAS THE RULES!!! 😁 AND REALLY NOBODY WAS HIP TO RADIALS BACK THEN, AND WELL, YOU KNOW THE REST!!! PS: MY PONCHO NA NOW, DYNOED AT 930 TO THE WHEELS! 😁😁 IT WAS A HAND FULL 😊 A BLACK 66! I WAS KNOWN ALL OVER SO.ILL AS THE GOAT MAN LOL, AND SURROUDING STATES. I CAN NOW ONLY WISH I KNEW THEN, WHAT ALL THOSE LITTLE THINGS YOUVE BEEN DOING TO ADD UP TO SO MUCH!!!! THANK YOU MY MAN! 😉 LOVE YOUR CHANELL FA SHO!!! SO.ILL.

[@benalamedaracing2765]

Thanks Carl and please spread the channel to other hot rodders in your area!

[@mikecondoluci53]

great video ben ,thank you

[@benalamedaracing2765]

Thanks MIke!

[@jtfuel75]

The technical race car stuff is what REALLY interest me and is what brought me to your channel. I hope you can do a good mix for both groups of people. Either way.. THANK YOU for passing on this knowledge

[@benalamedaracing2765]

Jt, all out tech is what really my interests and will posts soon here about exhaust valves and how it hurts or help big time! Recent developments require smaller exhausts valves and even bigger intakes in exchange. I recently did a motorcycle cylinder head for a company back east and I specifically said when you cannot discern the intake from exhaust it will costs you power! When I suggested the revisions he came up with the same conclusion and dropped his exhaust valve size many times smaller and rewarded him a big powerband gain across the rpm range! I will talk about these and about flow intake and exhaust coming up. Thank you for sounding out which way you think I should also take!

[@jtfuel75]

@@benalamedaracing2765 that will be a good episode. We (BES) Just did something similar to my 15° sbc heads. Shrunk the exhaust quite a bit and put a very large (for an inline head of this design) intake valve in. VERY nice gains indeed 💪

[@benalamedaracing2765]

@@jtfuel75, thanks for your input and appreciate the insight big time! I will be coming up with another video on these subject comparing a flatter valve against a tulip design!

[@user-id9ft8qv4x]

Thanks for video!

[@benalamedaracing2765]

Thanks for your support of my channel!

[@timh6977]

Great content Ben, I recently found your chanel and I am hooked. Always wondered about the lower temp thermostats people are selling as part of a "power" upgrade. I fitted a 180f to my 2006 ford boss 260 powered ute (4v modular 5.4) as it was recommended for more power. Yes it gave a better result on the dyno but on the street the motor always ran rough and was showing "cold" 02 sensor codes. Just this morning I changed it to the factory recommended 195f or 91c. And cleared the codes. Instantly the car runs smoother and is using less fuel! That is my main concern as we are paying $2.30 plus per litre here in Australia. I will be fitting the 180f to my 78 XC cleveland powered ute as it struggles to warm up properly with a 160f. Good on you mate, keep up the great work!!

[@benalamedaracing2765]

If it was FI the engine was probably never getting out of close loop thereby running in choke mode! I run no cooler than 180*f because the engine wear is too much and the engine life is much too short.

[@terrysibley9636]

Excellent as always. What can you tell us about carb jetting for elevation. With a .600 lift solid roller, 11.35 : 1 static compression. Thanks Ben, your insights are priceless.

[@Boss-mo3zf]

Thks Ben much appreciated!

[@benalamedaracing2765]

Thanks as well for supporting my channel thru your viewership!

[@donaldhill2775]

Great vid, thanks !

[@benalamedaracing2765]

Thanks for supporting my channel and subscribe!

[@donaldhill2775]

My pleasure, fitted a 1 inch spacer on my Weiand dual plane manifold after watching you vid and the engine is a lot happier 👍 I’m in Europe and have a bit of an eclectic mix of parts in a 289 sbf which is now a 302 on AFR 185 heads flat tappet solid lifter cam and a 500 cfm Edelbrock, the comp cam is all over at 5800 rpm, car is manual with a T5 box and I’m more interested in torque than high horse power figures, runs great and I would value your opinion if you have time, thanks !

[@Bbbbad724]

I am running a Holley Street Dominator with epoxy filled crossover with a 2 in open spacer and a 1/2 inch Phenolic 4 hole spacer with a 780 3310 on my 394 FE. The compression is 11or 11.25:1 CR with a 230@.050-.552 lift. 180 thermostat. No 2nd ring L2291 pistons the top rings are moly coated steel. Rods are 361 FT at 6.54ARP bolts. It was light to turn. 15 or less ft lbs. iron heads, 2.06/1.6 valves with the pockets around the intakes to the plug. I built it in 2000 and it still runs fine a cheetah on 93 Phillips 66. The missing 2nd ring and the clipped scrubber and gapped retainer rings. I love a worked FE, it still screams like a banshee. No problem with 6600-7000. I have been up to 7500. 4.33 gears Lightened 65 Galaxie. No oil consumption. From 2000and still going. The FE with a 2x4 Tunnel Wedge BBM and the Trick Flow FE heads will make my next FE will be even stronger. I am shooting for a 4.125 bore and 4.25 stroke with 6.7 rods with a 2.2 journal. 11.5 to 1 and the Bullet roller as a hydraulic, 245@.050 and.600 asymmetrical exhaust lobe, 110 LSA. It will be great. I had a pair of Ford heads with a welded combustion chamber that was 56ccs was 76 ccs. The quality of the heads disappeared from the machine shop who was doing my valve angles 5 angle 3 on the 2.19 valve 2on the seat one 30 degree head and 1.6 valve. Surprisingly you see it a lot in modern heads. I had a great set of heads not on the bench 305 intake 200 exhaust, but they were quiet. The ones on my car now flow 287 and 198 with 1.55 exhaust. It was quiet and it screams like a banshee. I wish I knew where they went. 2.19 tiny guides 1.6 regular guides and epoxy on the back side of the crossover. Thanks Ben!

[@benalamedaracing2765]

Sounds like you got yourself doing the right stuff and running very strong! These new project should even be more awesome for sure. I have a Pond aluminum block that I will soon post that I have not done in a long time due to many issues and now ready to do it and it is a 482 with Edelbrock heads.

[@chestrockwell8328]

Thanks Ben, helped me to know the parts i have for intake should be decent. Performer RPM air Gap that is ported. 650 Double pumper. Also have a Vic Jr. intake as an alternate,

[@benalamedaracing2765]

Thanks for your support of my channel. My next video is a dyno test between the Victor vs. the RPM Air Gap on the same engine!

[@chestrockwell8328]

@@benalamedaracing2765 Excellent, I'll be watching, learning and probably asking questions. Happy 4th of July Ben, you were a part of making America what she is.

[@benalamedaracing2765]

@@chestrockwell8328, thank you sir and I am a patriotic immigrant American who love this country that has embraced and blessed us with its graces! God bless America and thank you to you as well for welcoming us here!

[@stephenhans189]

More beginners start learning from stock and slight modified engines . Most cut off exhaust first wrong move even on 1,000 HP exhaust is on worth 3 percent or less not includind catilatic converter. Just bye adjusting initial tps volt is worth more than going a 1/2 bigger exhaust. At the sacrifice of gas mileage. Thanks for teaching new comer's and novices. Forever Ford 👍🇺🇸💯

[@benalamedaracing2765]

Experience is the best teacher and we all found this out early in life...

[@jamesandannschmitt6835]

Well done presentation Ben. Thank you. As an extension to this would you consider going into matching booster types to the manifold package. I.e. straight leg booster with heated manifold vs stepped down leg or even annular boosters with cool manifold.

[@benalamedaracing2765]

I feel the AD's are the superior fuel mixer regardless of the intake configuration. I wonder if you agree? Thanks for your insight..

[@jamesandannschmitt6835]

@@benalamedaracing2765 I would caution running annular boosters on an iron heated manifold for you might get to the point of combustion in the manifold if there were any reversion at overlap. I think of Smoky Yunick's hot vapor motor design and why Detroit auto engineers balked at implementing it.

[@thebonafidemechanic3516]

I would love to spend a month or two just helping this guy around the shop and learning some very valuable info and knowledge!!

[@benalamedaracing2765]

When I had my shop in California I would get out of state visitors and even out of the USA racers spending time at my shop and one stayed a whole month from Asia! lol Anyway it is a good way to meet friends and fellow racers from around the world!

[@shaunfisher3107]

Another excellent video. Can any long runner EFI intake be worked to match a Vic. Jr. or Super Vic Jr. top end? Thanks

[@benalamedaracing2765]

Long runner intakes will never match the Vic or Vic Jr. You need the shorter runners to give you the top end airflow and EFI long runners are good if you have a heavy car and can use the boost in torque by using long runners and its associated port ramming characteristics @ mid to top end within reasonable limits!

[@LoneWrencher]

really liking your videos.i have been running fe fords for over 40 years.do you have any info on them.or any videos of fe stuff.

[@benalamedaracing2765]

Will be doing the FE aluminum block soon!

[@LoneWrencher]

i told my buddies on the FE forums that you are going to do a alu. FE. IT SHOULD GET YOU SOME MORE SUBS!@@benalamedaracing2765

[@mkoronowski]

Dear Ben, The principle of physics you’re referring to, when you mention a fan with squeeze bottle and water, is known as the evaporative cooling effect. This phenomenon occurs when an increase in humidity results in a decrease in temperature. The Joule-Thomson effect, which you mentioned, is somewhat similar but operates differently. In the Joule-Thomson process, a decrease in pressure leads to a decrease in temperature. This is more akin to using a compressed air bottle, like a compressed air can to clean computer parts. Injecting nitrous takes advantage of JT. I hope this clarifies understanding. Please feel free to reach out if you have any more questions.

[@benalamedaracing2765]

Thanks sir and your comment further adds to our understanding.

[@terrywillis5784]

I have an 1980 302. I already have an air gap manifold and a 3310 750. Just need everything else lol !!!

[@benalamedaracing2765]

Thanks as well for supporting my channel thru your viewership!

[@wayneireland4802]

thankyou mr alameda for sharing your experience it mean a lot.sir what's your opinion on ture vavle diameter.for example if the throat is 1.5 of a inch and vavle diameter is 1.6 of a inch.isn't the orifice the throat the ture vavle diameter as that is what the valve sees.so if a combo needs to see 1.94 intake vavle is it right to say a 2.15 valve at 90 percent around 1.94 in the throat that's ya 1.94 vavle even knowing that vavle a 2.15 in diameter.peace

[@benalamedaracing2765]

Yes it is important that the throat diameter represents 89-90% of valve diameter intake and exhausts. It gives a venturi effect which accelerates the flow past the seats!

[@robertbechert5380]

THANK YOU FOR GIVING US SOME OF YOUR KNOWLEDGE. SOME OF US ARE AT THE INTERMEDIATE MOTOR BUILDING MIND SET ON BUDGET. SBF 363CU. DART BLOCK, STROKER KIT SCAT, MAHLE PISTONS, AFR HEADS, EDELBROCK VICTOR, LOOKING FOR 550HP. TO 600HP. LOOKING FOR 7,000RPM PEAK HP. AND 550TQ. 5,8OORPM WHAT TYPE OF CAM SHAFT SHOULD I RUN FOR MOTOR, BEN. THANK YOU, BEN. ALOHA, BOBBY, BIG ISLAND OF HAWAII.

[@benalamedaracing2765]

I have done this combination many times and had a custom cam built for me and made 589hp with small hedders and when we made up the bigger 1 3/4 made 636! Make sure you have minimum 11:1 compression.

[@ts302]

The Weiand 7515 'Accelerator intake was my manifold of choice based on magazine intake shootouts at the time. I wanted to run a tunnel ram with a couple of 450 cfm vacuum secondary carbs. All the local experts advised against it. Your thoughts Ben on a tunnel ram-equal runners, straight line of sight ports on a street build?

[@benalamedaracing2765]

Vacuum secondaries will not be wise to run on a tunnel ram and you might have some luck if you installed a "reference vacuum line" connecting both vacuum secondaries! Tunnel ram will require you to have lots of compression and doing this on the street might needs lots of octane booster or high octane gas. Otherwise the response would be soft on the bottom to mid ranges.

[@derticktilghman5545]

I run the F4B intake with a lifter valley tray, and the exhaust crossover blocked. Intake performes okay. Going to try RPM air gap.

[@benalamedaracing2765]

Let me know how you did because I have both intakes for my 68 Cougar with a 302 and GT40 3 bar heads.

[@derticktilghman5545]

I have Entry level Edelbrock cylinder heads/w 1.90/1.60 valves.

[@capriracer351]

In the early 70's my Dad used the F4B on his 289 powered S/S Mustang for a while. It seemed to work pretty good. Later he used the Torker 289 when it came out. It always seemed to have problems with variances in cylinder to cylinder mixture distribution though. The twisted carb mounting surface was supposed to be a help to that, but I have to wonder if it was just a marketing gimmick. It would be interesting to see one tested on a Dyno to see if what he thought he was experiencing was what was actually happening.

[@benalamedaracing2765]

How much Rpms was he turning? I ran them as well and it needed at least a 1 inch spacer and eventually ran a 2 inch under the carb. Also did he use the 1-5 firing order or did he use the later 1-3 351 firing sequence?

[@capriracer351]

@@benalamedaracing2765 At that time he was turning about 7,000, with a 1" open spacer as far as I can remember. He was using the 1-5 firing order. Much later on, in 2002, I built a 347 for him for the last season he raced before he died. He insisted on running the Torker 289 since he felt that they made good power. Even though I knew there were much better choices, I found one for him on ebay. I had to keep an eye on the plugs, at least 2 would look very lean, can't remember which two now. I had a 1 inch open spacer on that engine also, there was not room to put a 2 inch on it. Ended up jetting the carb richer than I thought would need to be to satisfy those two cylinders. We didn't mess around with any stagger jetting. That camshaft also had the 1-5 firing order. Do you feel that the intake may have worked better with the later 1-3-7 firing order?? Didn't think of that at the time. He only had a short time to live and we were trying to allow him as much racing that year as possible. It was better to just jet the thing rich and let it go down the track for him trouble free than it was to optimize.

[@benalamedaracing2765]

@@capriracer351, RIP to your dad and that is one part I miss in life because my dad died when I was only 5. Anyway, the 1-3 firing order might have change the cylinder distribution issues and I feel if the Torkers runners was pulled back in and enlarge the plenum that might have an effect but we may never know until it is done with an open spacer! The signal on the plenum was much too strong because it is really tight right in the middle and wondering if you noticed that too? It needed more plenum volume...

[@capriracer351]

@@benalamedaracing2765 Yes, absolutely. I always felt that the plenum was way too tight. I think that they might have been trying to achieve 'streetability' with an open plenum intake manifold. A compromise intake that didn't necessarily work well at all. I'm very sorry to hear that your Father died when you were very young. I hope you had other positive mentors in your life while you were growing up. I very much enjoy watching your videos. Since I made the decision to quit racing about 12 years ago, I have found that my knowledge is fading very quickly. Your videos are helping to keep a lot of that knowledge alive, with the added benefit of adding to that knowledge.

[@trailerparkcryptoking5213]

I have one of the old Torker 289 intakes someone gave me in the early 1980’s. I am going to put together an old 289 drag engine I’ve had 40+ years and run it on the street. I checked the port dimensions at the intake/head flange and at the plenum. The CSA at the plenum is smaller and grows as it goes towards the head. Seems the CSA should start out larger at the plenum and taper down as it heads down stream to increase velocity. Should this intake be opened up at the plenum or just get a new RPM Air Gap and call it done. Will be running 11:1 CR with a decent cam and 650 DP Holley in a lightweight Falcon. I also have an old dual plane Edelbrock intake similar to the F4B that I used to run on it back in the day. Back in 1982 it ran 11’s before there was a SBF aftermarket, but the 289 would not spin past 7200 RPM and I’m not sure what the bottleneck was? Very lightly ported 289 heads maxed out, valve spring float, dual points floating, maxed out intake?!?

[@stephenhans189]

Wish Edelbrock would have made rpm intake with factory fuel injector ports 460 obs trucks even though the factory efi 460 intake inlet is almost the same as 4500 dual plane intake. The s neck is what limit The airflow to eng. Thanks Ben !

[@benalamedaracing2765]

Thank you!

[@TheRdub82]

Good video Ben!🏁🏁 I like the #Aviaid front sump pan too! We're changing pans on my 716/592 horse/tq 430 Windsor! Going from #Aviaid wet front sump to an #Aviaid 3stg dry sump system with a flat pan (video of Aviaid dry sump on my channel). I hear you pickup significant power with a dry sump vs wet sump - 6-10% rule of thumb increases between them. The reason for going dry sump is I'm running Detroit Speed Aluma-Frame front suspension system. It has a front cradle and I'd have to run a Foxbody rear sump pan! Engine builder wasn't keen on Foxbody pans. So we went dry sump. What's your opinion on dry sump power increase vs wet sump? Ever do any dyno testing?

[@benalamedaracing2765]

Thank you for your comment and I also absolutely not a fan of the foxbody oil pans! Your comments gives me an idea to do a video why a dry sump pan is better and feel it is worth the change even with the cost taking it into account. Did your engine builder use a different oil ring package or at least modified them to have less tension on the cylinder walls?

[@TheRdub82]

@@benalamedaracing2765 Yes I was told by Engine builders the foxbody pan can cause oiling issues if your getting after it. As far as ring pack we aren't changing them. At this time I just want to get the car going. The rings are a heavy duty pack though - Total Seal AP-Stainless rings, Oliver Speedway Series rods and Diamond Pistons (TFS dome/job changes for TFS-R series heads) with H-13 tool steel pins. The motor was way over built for NOS and that's costing some power with heavy duty ring pack, rods, pistons and pins. We were expecting high 700's close to 800 horse with ported TFS 225 R Series from TEA: intake 356 CFM @ 700'' and 282 @ 700'' exhaust. 13:1 Compression ratio fully ported Super Victor with HVH super sucker and Holley XP 950 E85 carb gone through by Kevin @ CSU Carburetors. Can you do a video comparing the TFS High Ports vs the TFS R Series heads? Lot of Ford folks go back and forth between the two heads. Thanks again!

[@benalamedaracing2765]

@@TheRdub82,I will soon posts my experience working on the TFS HP and how it was converted to what is now called the Twisted Wedge and the TW "R". Had lots of experience with both and from what I seen, if you are running lots of rpms it is hard to beat the HPs! However, if you are running lots of cubic inches and not so high an rpms? It is hard to beat the R head because it shows superior mid lift flow. Until the valvetrain is looked into I would stay with the HPs and now I tend to go with a 9.2 deck with lots of rpms therefore, the HP gets the nod.

[@forcedinduction5245]

Yes the 1968 GT 350 didn't come with a 289 it came with the 302 HO. And yes a tall runner intake. With Shelby across the runner. Then if you really want a rare one the 1969+70!GT 350 came with the very rare tall runner 351w intake with Shelby script but in 1969-70 they offered The same intake with Ford script as a dealer install up grade I had 3 of those at one time Just like finding the dealer installed 1400 cfm cross boss carb for the Boss 302 man what I wouldn't give to have those now. Or the 2 4's 427 HIRISER dual plane intake. Rare very rare. Worth tons and worked better than any aftermarket intake the factory stuff was the best for certain engines

[@benalamedaracing2765]

Those are big $$$ today!

[@AndryshakGarage]

How much timing did you have on the Dyno engine. Being that it had healthy compression on pump gas? I'm interested in knowing about how to successfully running high compression engine's on pump gas. I hear you mention a lot of times about light street car's. What about heavy car's an trucks. Thank you for posting videos and sharing your knowledge.

[@benalamedaracing2765]

Thanks for supporting my channel. If the car or truck is heavy just make sure there is enough gearing in the trans or rear end or both! This will keep it less prone to detonating as it will be easier for any engine to pull the weight if there is decent gear in it!

[@richdouche8253]

There's an interesting video by a YT'r called GT350 Garage, I believe.... Anyhow, he really breaks down the fuel that's at the pump these days. Basically the fuel burns cleaner and quicker than muscle car era gas. So he says you run them with a "richer" A/F than you would in the past, and also engines don't require the same advance as they did in the past. If the fuel burns quicker you don't need "36 degrees" advance like everyone thinks. He said sometimes the engine wants 29 or 28, because that is the proper timing for that particular build where cylinder pressure will peak about 15° ATDC. His video made a lot of sense. If the compression is higher, you need more fuel. Then fatten the mix about .2 for safety. Then time to max, say 30 degrees or whatever your combo NEEDS, then back it off a degree or two for a small margin of error. He said he's been tuning this way for 30 years with 10.5 - 12.5 static motors. Of course you can't have a cam that's making 220 cranking pressure with your combo. It all has to match and be within certain parameters. Seems to be pretty universal you don't want cranking pressure over 190 for pump gas.

[@lessharratt8719]

I would like a manifold spacer that lets me run a Q jet.. They are good carbs.

[@benalamedaracing2765]

They should be out there made out of phenolic material or you can probably make it and have done it with plastic or wood.

[@Jvcomet]

How can I get a hold of you to talk about a build I’m going to begin. Need some recommendations for a all out race 9.5 SBF. Thanks

[@benalamedaracing2765]

Message me thru Fb or here and I will call u.

[@Turbo4Joe363]

I'm sure that Edelbrock dyno tested the heck out of that Peformer RPM AirGap to determine exactly how much of a 'notch' the center divider needed. Never understood cutting out the center divider....why try to make a dual plane intake into a single plane intake manifold? BTW: I'm using that Performer RPM AirGap (#7521) on my AFR 195 11:1 363 SBF.

[@benalamedaracing2765]

Joseph, I am glad you respect the engineering that Edelbrock brought to the table for us to get a great performing manifold! When many cut the diving wall it basically drops the velocity of the manifold port runners and thereby killing many of the torque attributes they designed so hard to achieve. The engine I tested it on makes with the right hedders 636hp and is no slouch by any means. Even with that much power it fell off with the divider modified and I can just imagine what a 400-500hp lesser engine would have done perhaps even worse...

[@Turbo4Joe363]

636 HP 8.5" deck SBF is plenty strong! What size headers worked best on that combo? Also, I'm glad that you mentioned the lookalike Chinese junk that lots of people think they save money on. Just saw a review of the crappy copycat Procomp/Speedmaster aluminum SBF heads. They barely flow any better than a bone stock E7 cast iron head.

[@Fordcertian]

What you rhino about the Ford 3V cleveland heads? Enough material for porting? Thanks!

[@benalamedaracing2765]

They are an impressive cylinder head and like them very much! There should be enough there to work with.

[@evanarthur7535]

Hey Ben. What was your overall experience with the Torker 289? Rich and lean cylinders? How do you think it would do against a Performer RPM?

[@benalamedaracing2765]

On street compression the Performer RPM will beat the Torker. The problem with that intake @ high rpms is the smallish plenum area which lend itself to cylinder to cylinder robbing.

[@68nitrostang]

I’m curious about that also

[@markmccarty9793]

I ran a 1" 4 hole spacer with a 50cc pump on a vacuum secondary Holley 750, went up from 25 th 28 on the squirter to mask the lean out!. Ported 289 heads with bigger valves. Just rated the parts cabinet! Daily driver, used what I already had! Never broke!

[@dennisrobinson8008]

Richard Holdener has quite a few dyno's where the air gap is used and it performs EXCELLENT. What is most surprising is in back in the late 90's early 2000's, you could usually count on the long runner EFI intakes to beat all the carb intakes even dual plane on off idle to mid range torque to 4000 rpm or so... The air gap actually makes more torque to many of the long runner EFI intakes to 4000. It's surprising but that result occurs over and over again. I also have to imagine Edelbrock spent more time ensuring more equal runner length and air fuel distribution on this intake than earlier models, thus the result. The air gap seems to be an excellent unit from idle to just over 6500, where a single plane will start winning by a little at 6000+ RPM and by a widening margin from 7000 and over.

[@benalamedaracing2765]

The equal length was key to Edelbrocks success and I think I highlighted this very thing on one of the videos comparing the old skool Edelbrock high rise unequal to the performer Rpm.

[@creekjonsun]

The firing order between the 289/302 vs the 5.0 w/351w have different firing orders. Does this affect the passage ways on the manifolds ?

[@benalamedaracing2765]

No sir and have not seen any major effect negative or anything.

[@creekjonsun]

Thank You :)@@benalamedaracing2765

[@zAvAvAz]

What about the EPS intake? I am really love that one. It is between the RPM and the performer. A true sleeper intake.

[@benalamedaracing2765]

I have not used them at all and I am not in a situation to make an opinion till I get one hopefully soon!

[@zAvAvAz]

@@benalamedaracing2765 thanks for reply. It made some big torque on a mild 355 with comp XR276HR hyd roller cam and good compression and heads for the combo. 460 tq and 400 hp. a really mild full power brakes build. Well the 383 with XR282HR good heads and compression with the ported rpm copy by CP made 500tq and 470hp. mild combos although heads are talent and compression and quench talent also.

[@nashvilleoutlaw]

​​@@zAvAvAz don't know about the eps but on an old episode of engine masters they took a chevy performer and notched the plenum like the RPM airgap. It brought the performance of the performer up to within like 5hp of the rpm airgap compared back to back. That was just taking enough out of the top of the devider to match how the rpm airgap is notched.

[@zAvAvAz]

@@nashvilleoutlaw right on, it is basically like a performer. It should behave in the same way if you were to have it modded in the same way for same combo that shown success with the modded performer. The EPS has a peak torque RPM target of around 3500 rpm So it smooths the hump out a little and probably broadens a few. i am like it for economy as well, The deh 265 cam or XE250 or XE256 are great The roller XR264 is awesome as well. However on a 355 with these awesome worked 185cc Dart style heads An EPS intake and XR276 on edge of street gas made 465 torque and 415 hp! A True Streetable Monster of a 350 for sure. The person whom built it is called Piss Cutter Performance. Cheers yall.

[@nashvilleoutlaw]

@@zAvAvAz I notched an old performer for my current build. Maybe I didn't take to much out after seeing this video but no idea how much they took out on engine masters or what a stock notch is on an airgap. I took out between 1/2 and 3/4". There's a casting mark so I just followed it with the dremel. Really wanted to put an rpm airgap on my 383 but they don't make them in a spread bore and I'm running a quadrajet. Hood clearance could be a problem with mine as well with the airgap. Really can't wait to get it together and in the car. Still waiting to get the block and heads back from from getting zero decked and valve job.

[@TheOverisel]

Dual plane hi performance manifolds are great. But really didn't the 1970 Chevy LT-1 come with basically an iron performer RPM? That engine was shifted well above 6000RPM. Back in the day and for a long time your choices were Performer and Torker. Nowadays the Torker gets a bad rap but it really worked well.

[@benalamedaracing2765]

The Torker for the Sbc was great and the one for the Fords are so so. lol I had an old Z28 intake manifold which was a hi-rise from the factory and it was impressive but this new RPM manifolds are even better! However, if you are into retro builds it is still impressive no matter what.

[@ryandaly9831]

Hey Ben, one a 347 SBF, roller cam with AFR 185 heads, what intake would work better do you think, the Vic Jr or Super Vic? Have you done any testing on the single plain manifolds?

[@benalamedaracing2765]

What compression ratio? If it is low then I would go with the Vic Jr because the Super Vic will want a big cam and good compression ratio.

[@ryandaly9831]

@@benalamedaracing2765 The cam is fairly healthy, it is .662 and .647 lift 248/252 duration 108. I am hoping to get at least 10.5:1 compression. I want to drive on street but competitive for drag racing in a 87 LX Mustang. Will I lose torque with the Super Vic and will the Vic Jr be better low end torque for street? I know I can't have best of both worlds, I just want to get the most power out of it really.

[@I_like_turtles_67]

​@@ryandaly9831I believe the super victor is slightly taller. Making the runners longer. I bought a super victor for my 351w build over the victor jr.

[@ryandaly9831]

@@I_like_turtles_67 Yes, I actually bought the Super Vic and it is 1” taller than the Vic Jr! I know this cause I had a 1” spacer and they were the same height. I talked to several people and they said that it will def make more power but it is going to be more street then drag race as many tracks closed in my area so it will def hurt my bottom end! I was also told with the Vic Jr, it would work well with my 4000 stall converter and 4:10 gears as with the Super Vic I should be running a steeper converter with 5.20 gears and 26”/27” tire to make the combo work! I have both intakes now so I will play around. I think the Super Vic will hurt me more on the street but it will be crazy enough as is it won’t matter!

[@no-centsfabshop9802]

I'm not understanding the AFR on the dyno sheets. Shouldn't they be like 12.5 to 12.9?

[@benalamedaracing2765]

We had it disconnected and just reading the plugs.

[@302hobronco]

Would the performer benefit from lowering the center divider just a smidge?

[@benalamedaracing2765]

Just add a small spacer and it will give you the same effect without lowering it. Start with a a 1/4 up to an inch and see how it responds.

[@jeeplifted1]

Ben, where can we see pics of the cougar?? Have a 67 currently

[@benalamedaracing2765]

I will try to post my build here within a few months or a month and will share with everyone. It is a 68 XR7 with the original engine still in it and I have owned it since 1979.

[@jeeplifted1]

@@benalamedaracing2765 awesome love the channel.

[@68nitrostang]

What’s the highest horsepower 289/302 all motor have you done ?

[@benalamedaracing2765]

About 725 flywheel non stroke 302 with steel rods. This was years ago when camshaft is not as good as today just like the cylinder heads.

[@RollingRigTraction]

Back in 1995 I bought two 1967 Cougars, one was wrecked and the other turned out to be swiss cheese essentially. The wrecked car had a 289 bored .030 to a 292 with TRW flat top pistons and a rowdy Comp Cam, it had the Edelbrock F4B intake and a Holley double pumper carburetor that seemed to be far too big for that little mill. I still have the F4B intake, ended up trading a stock Ford 302 4V intake and that POS Holley that weighed way too much for any decent carburetor straight across for a '71 Maverick Grabber hood the guy had swiped to put on his '72 Maverick. Anyway later on I decided to buy the RPM Air Gap and have both still. I had run into height issues and hood clearance problems on the unwrecked car when I swapped over intakes, especially with a spacer. I bought the Edelbrock low profile foam air filter that's just basically a caged foam filter in a cage that clips onto the carburetor and it allowed to run the 4V intake but no spacer. Planning to get that Swizz cheese Cougar on the road this spring instead of watching it rot before my eyes since I moved it to higher elevation just over 5 years ago. It's amazing how much fast things seem to have the paint burned off at this elevation compared to the Salt Lake Valley!😢

[@benalamedaracing2765]

Keep me posted here on your progress and I too have a 68 Xr7 Cougar that is going to a restoration process as of now.

[@RollingRigTraction]

@@benalamedaracing2765 that's stellar, my good friend I met in 1982 who moved to Utah from North Carolina that lived a block below mine on the bench became a tattoo artist and super into vans. He's like me is having far more projects with wheels than either of us likely have life to finish😮‍💨🤣. Anyway, I stayed with him for awhile as he was closer to my University while I was attending school and we wrenched on a bunch of his old '60s Ford Econoline vans and others. He'd always call me when he needed to move and he ended up giving me a '68 Cougar 302 2V engine and a C4 automatic transmission for one of those moves. The last one netted me a '65 Ford 300I6 engine that was in one of his prettier SuperVans. I picked up an '88 Toyota Supra roller I planned to stuff Ford power into with that '68 302. I've sorta changed my thinking as the same guy just gave me a 250I6 that's just like my '71 Maverick Grabber's powerplant and I really had hoped Vintage Inlines had pulled head from ass and started making more of the aluminum aftermarket heads for those engines so I could keep it an inline six engine but still Ford powered😂👌😎. I may just bite the bullet and have a Barra shipped over from down under and scare everyone with a 4.0l twin turbo I6 😁. I'd love to hear more about your Cougar project and I'll happily send updates on my swiss cheese machine as it comes together!

[@AmericanThunder]

Yet another great video! I'd like to add, not only light weight of the car lets you get away with murderous compression, but high stall converter in an auto helps a lot too, since the motor doesn't get as loaded down low. Opinion on that? What do you think the absolute ragged edge of compression would be on 93 octane gas with a 302, in a 2500 lb car, with 5000 rpm converter and TFS track heat style heads and aggressive camshaft? (250+ dur @.050) This is assuming you run some kind of ignition retard when firing it up. In your opinion, how much boost do you figure you could you get away with in a light car with auto, running 11:1 static compression, again, on 93 octane gas?

[@benalamedaracing2765]

Agree with you on much higher compression and did it with 12:1 and many have done half a point higher from here and get away with it! That much stall speed with a massive cam on a 302/2500# yes! All these if you played your quench, ign. timing and carburetor jetting. E85 and there is no question for sure! On start retard? You do not need it at this point it will start...

[@AmericanThunder]

@@benalamedaracing2765 thanks for the reply! I wish we'd had KZbin 25 years ago I could have seen some of your videos and picked up a few tips a long time ago. Back then everybody just figured 11:1 was about all you could get with aluminum heads and 10:1 with iron heads on 93. Leaving a lot of horsepower under the table by not running 12:1.