(mellow music)
- Okay dudes, I guess we're kicking it off
with our go-to manifold,
the Edelbrock Performer RPM Air Gap.
I kind of wanted to run this last to build up to it,
but I guess we're going to find out, like this is our baseline.
Can anything else even get close?
- Well, I respect that manifold,
because it was pretty much the original intake
of that kind of configuration.
- The original RPM non-air gap was, yeah.
- Well, you know what's cool about this manifold,
is every time I've tested this manifold
on kind of anything, Ford, Chevy, Mopar,
big block, small block, it works.
- Yeah, so on this engine,
I think that we're probably taxing the limits
of what you really want to put a dual plane on though, huh?
- Well, I think it's a good base
for testing the manifolds.
- Because it's going to tax the airflow of it, right?
- Yeah exactly. - Yeah.
- So, we'll run to to 65, 66, whatever we need to,
to make sure that we're not leaving anything on the table
as far as carryover.
- Okay, Steve, once again, already has this thing tuned up,
so, we're going to fire it up here, get some temperature in it,
and we'll have our baseline.
(engine accelerating)
So, there's our very first test,
I think pretty much as expected.
We made 478 pound feet of torque at 4500,
507 horsepower at 6400.
- That's a nice curve.
- Really, this bugs me a little bit.
- Part of this might be because it's a 242/248 camshaft--
- Yeah, that's a big cam.
- That's going to be a little bit down at 3000,
but this isn't that unusual in my opinion.
- I like looking at it from about peak torque
and the way it rolls over at the top at peak horsepower.
- Here?
- Yeah, no indication of valve train distress
or anything like that, it's just a nice curve.
- The other thing that we're going to do in this test
is average the power between 3500 and 6800 RPM.
'Cause if one manifold makes more of a difference down here
and less up there, it does some sort of a trade off,
it'll give you more of an idea of what it does
throughout the power curve.
So, the average for the Edelbrock Air Gap
is 447.4 pound feet of torque and 436.9 horsepower.
And I think it's as simple as that.
We get to go put on a different intake.
- Yeah, we've got it set up with a crank trigger
and all that stuff,
so it should make the swaps pretty easy.
And that was the reason we did the crank trigger,
is because, you know how you can have a distributor
a half a degree off, one degree off--
- Oh yeah.
- Trying to replace it,
and we just didn't want that to skew the data,
because that can change the whole thing
by three or four or five numbers.
- Right, and that's probably how tight these manifolds
are going to be--
- Yeah, it's going to be close.
- With each other.
- So, we've got oil temp, water temp, air hat.
You know, we really tried to make it
where there's not a lot of variables here.
- Alright, let's go pick
what we're going to bolt on there next.
- Okay.
(funky music)
(power tools running)
Next up is going to be our Dart intake manifold.
It's very similar to the Edelbrock we just tested,
so I'm expecting pretty similar performance.
I really don't know,
and that's what we're going to find out here on the dyno.
I'm going to slap this on.
Steve Brule has got this gooped up.
That's a bam.
(funky music)
- So, this is a nine inch SuperFlow air hat.
Basically what it is, is a honeycomb screen
to direct the air over a propellor.
And then it basically has a little,
I'm not going to call it a sensor necessarily,
but a little generator.
And it creates voltage,
and then that voltage is calibrated into CFM.
- It's just great being able to see the actual air
the engine's taking in, and this thing--
- Yeah, we're able to watch airflow,
we can check it in cubic feet per minute.
It's just more pieces to the puzzle,
that lets us look at more stuff
and figure more things out.
- One of the things you might notice
about our particular set up on this engine is right here.
The crank trigger and the timing is taken care of here.
This wheel has four flying magnets embedded in the wheel,
and there's a magnetic pickup unit here
that sends a signal to the ignition to trigger it.
And since that's all self-contained here
at the front of the engine,
we're not going to disturb the timing whatsoever
throughout our intake manifold changes.
- Wow, I evaded that manual labor entirely.
- Oh man, I hope you got everything else ready.
- No, I was out there looking at other manifolds.
I think this one's going to be pretty good.
- Hey, that was swapped over in record time.
- Ready?
- Yeah.
- Alright, next up is going to be that Dart SHP dual plane.
I couldn't stare at it
and decide if it was going to be better or worse though.
- Manifolds are magic, you never know
- You never know. - 'Til you run them.
- Except for Dulcich, he can tell.
- No, on this one I was stymied.
- No, you were stumped?
- Yeah. - Okay.
- Completely stymied, I,
they were dead ringers, really, visually.
(engine accelerating)