(intense music)
- [Daivd] Richard, I blame you for this.
This is like a good idea.
(group laughing)
- I thought I have nothing but good ideas, right?
- Oh, really.
I wasn't aware of that part.
- Well, good as in air quotes I think.
- We've done this a million times
on the carbureted single-plane versus dual-plane,
which is kind of the same thing.
It's a runner length test.
- That's the age-old test.
- Right, this manifold is going to be pretty tricky,
the way we can change the actual runner.
- Yeah, it's really cool, they got like inserts
so we can just put it in and change the runner length.
- You invented this right?
(laughing)
- Shh, don't tell anybody that.
- (laughs) Okay.
So now we're just going to run this thing for a baseline,
you got the long runners there right now.
- We have the long runners there.
Which is kind of like that's a fast manifold,
then this is what it would be if you just bought
a fast manifold that's got the long runner in it.
- Oh, is that how they come? - The nice thing about this
though, it's adjustable so we can put
the small one in later on.
- Okay.
So we got nothing now but to run it and get a baseline,
you've already got it warmed up, tuned up, ready to go?
- Let's go, let's make it happen.
- [David] Okay.
(engines rumbling)
(intense music)
(engine revving)
Thing's pretty stout for a low compression motor,
even at 408.
- I know.
- It's pretty good.
- People should just put LS’s in everything.
- Man, that could be a new thing.
- Yeah.
- Yeah, I wonder if we can influence that.
Okay, so the power that we're making,
with our naturally-aspirated 408,
with the long runners installed.
549.3 horsepower
at 6200 RPM
and we're making 526.7 lb/ft of torque at 5100.
But look, the curve is kind of struggly here,
it's not as nice and pretty and smooth as I would expect.
- [Richard] You can see how that falls over.
That's the runner length.
- Runner length. - Is that the runner length?
- Yeah, and especially on the 408.
This manifold, obviously, was designed for a six liter
and kind of below.
So, on the 408 we start to see that.
- Is this what you were seeing
when you were baselining things?
- That's it. - Everything's
naturally copacetic? - That should work kind of good,
yeah, 540, that's the number.
- Easy enough.
- That's our baseline.
- Boom. - Next step,
go in there and put short runners on it
and make more power up here.
- There we go, that's what we hope, right?
- [Steve] Theoretically, okay.
- Let's go.
- These guys have all the gas drained out of this thing.
Our process here is going to be,
pull the fuel rails off
and then lift the whole lid off this thing.
(heavy breath inward)
But what's really entertaining right now,
is Richard blowing in that fuel hose.
(laughing)
- It's from my siphoning days.
- [David] Broken loose.
- [Richard] There we go, there we go.
Da duh dut dut.
[All] Tada da!
- [Richard] Yeah, ultra sexy.
- Alright, now we need the torques.
Rise off like so. - Yeah.
- Hold it down.
There we go.
- Just got to man up I guess.
- [Steve] Oh, from the front to the back.
- Look at that.
- [Richard] Call it, man up.
- [David] That's actually a really cool intake manifold.
(makes horn noises)
- So what is the actual difference
between the runner length that we're seeing here.
- Three times.
- Yeah, that's quite a bit.
- [Steve] Wow.
- [David] So you can see this is the part that
goes up against the cylinder head,
and this is the mouth of the port.
And you'll notice they're actually,
bellmouth bore nicely on these red ones
because there is room to do that.
By the bellmouth, I mean that curve right here,
the radiused entry all the way around.
which, by the way, is way better for air flow,
than just a sharp edge.
Makes a significant difference.
- [Steve] This is like a child's toy.
Do they have a Star Wars one of these?
- [David] We've got the short runners installed.
Here comes the lid. - [Richard] Ah la laaa.
Here we go.
- Take this front guy, there we go.
(tool noises)
- [David] Gotcha.
(ratchet tool clicking)
- [Richard] Uno mas.
- [David] Fuel rails.
- [Steve] Mmhmm.
- [David] Get it on the injectorators.
(triumphant guitar blares)
- Short runners.
- Yeah, short runners.
- Yeah.
- [Steve] What do you think's going to happen?
- What's going to happen?
(group laughing)
- [Steve] Yeah.
- I think it's going to make less bottom-end torque
and it's going to carry the RPM a little bit more.
- That's kind of the theory, right?
- So see we don't even need the dyno.
- If you could just draw me a curve really quick
- [David] Okay - [Richard] and we would be
all done, right?
- (laughing) Right.
- I think we do need the dyno,
because the dyno is going to tell the story.
- [David] It's going to tell us.
- Only the dyno knows for sure.
- [David] No you know.
- Because you've already run it.
- That's right.
- Well, I'm clairvoyant.
- Yeah, but don't spill beans,
we want to see it hot off the dyno.
(engine rumbling)
- [Richard] Good?
- Oh, I'm ready.
- Alright, lets go.
(engine revving)