Victor Intake

wtcobra · #1 (**permalink**) 07-09-2002, 10:54 PM

Has anyone here tried the Victor intake for the FE? If so, how do you like it? How does it compare to your previous intakes? Thanks.

Wayne Turpin

Jeff Frigo · #2 (**permalink**) 07-10-2002, 01:08 AM

Wayne:

Shame shame, you have been here long enough to know not post the same thread in multiple forums! Just wait till the moderators see this.

SFfiredog · #3 (**permalink**) 07-10-2002, 08:15 AM

Excellent intake for a highly modified or stroker engine combo.
I recently installed one on a 454ci side-oiler with fully ported Edelbrock heads that I built for a friends replica Thunderbolt.
The car went from a 10.45 @ 129 mph in the quarter mile to a 10.22 @ 132 mph. The manifold we replaced was a reworked Performer RPM. You may lose a little low end with the Victor but in a Cobra that may not neccessarily be a bad thing

HTH,
Mike

ERA535 · #4 (**permalink**) 07-10-2002, 08:40 AM

Mike -

I am thinking about a Victor for my stroker....what would you say the realistic rev range would be?

I see on Edelbrocks site that they claim it is good from 4500-7500 or something - to me worthless.

Thanks -Pat

CobraEd · #5 (**permalink**) 07-10-2002, 08:51 AM

Uhhh, . . . . . The Victor is typically rated for 8,000. It is a race manifold.

Ed

ERA535 · #6 (**permalink**) 07-10-2002, 09:01 AM

uhhhh,......no kidding!

That why I asked - as Mike was indicating that use in a light car like a Cobra it may work.

I hear dire warnings about losing low end with some of these combinations, then when I dig deeper it turns out that all "losing low end" means a difference of 30ft/lbs of torque - probably not noticeable in a 2300 pound car with 500 plus ft/lbs of torque!

hound dog · #7 (**permalink**) 07-10-2002, 09:31 AM

Dyno 2000 results for my engine show the following for single plane vs. dual plane intakes. At 3500 rpm I lose 3 hp and 4 ft lbs torque by using the single plane intake. After that the single plane takes over. Really a "no brainer" if you plan to run a few races at the road course or drag strip. I also agree that giving up some low end torque for power in the 3000 to 7000 rpm range may be a good thing in a 2400 pound car with 400 or 500 horsepower. Even on the street if you really run it you won't be under 3000 rpm very long and if you're just making smoke you're going to lose anyway.
h dog

Back in Black · #8 (**permalink**) 07-10-2002, 10:11 AM

For my 514 in my West Coast...using the stock hood scoop.
We are using the Torker 2 single plane as the replacement. Check out your clearances first!
Small block install may, or may not be a problemo.

Andy Dunn · #9 (**permalink**) 07-10-2002, 10:57 AM

You might drop edelbrock tech support with your engine combo and see what they say. I am currecntly talking the gamble on a small block. I wrote edelbrock tech support and told them my specs and they gave me the thumbs up. Several people have said to me "you will lose all you bottom end!". I just don't think this is going to be the case. I think there will be bottom end lost, but you gain top end. Generally, most cobras have too much bottom end and light the tires at will.

Here is what convinced me to give it a try. Take a look at the graphs on the Parker Funnel web. This is a single plane and they compare it to other single planes. It out flows the Holley Vic Jr. I personally think it does so well because it is 6.5 inches tall. The super victor and victor are in this range. The other interesting thing to note is that TQ also improved
http://www.fordmuscle.com/archives/2...eb/index.shtml

If you are not in a big rush, I will have my dyno results hopefully by the end of august.

Andy

Olli · #10 (**permalink**) 07-10-2002, 12:16 PM

Andy,

Are you saying that you are giving the FunnelWeb a try? It sure does look like a killer intake.

Olli

hound dog · #11 (**permalink**) 07-10-2002, 12:31 PM

wtcobra,
If you use the Victor jr. intake and an MSD, you will have to buy a special distributor that is made for use with the Victor jr. intake. I believe that it is slightly taller than the normal distributor used with most intakes.
h dog

Andy Dunn · #12 (**permalink**) 07-10-2002, 01:24 PM

Olli, I don't think I explained myself very clear in my post.

I like the FunnelWeb and would try one, but I believe at this time they are only avaiable for the 302 and 351 cleveland. I used the FunnelWeb as an example of a "tall single plane manifold" since it is the only one I can find HP comparisson charts and flow data on. My theory is that the Victor and SuperVictor manifolds should be similar to flow ratings of the FunnelWeb.

More proof that the fear of tall manifolds may be overblown is a simple test in dyno2000 with an engine fitted with a dual plane, single plane, and then monster tall tunnel ram. Let me whip one up.

Here is the ford 351 crate with a dual plane, single plane, and tunnel ram. It is a little hard to see the lines since the single plane and tunnel ram basically match on the TQ and HP curve.
http://www.cobralads.com/dyno2000/351_tri.gif

the peak numbers are

DUAL
HP 379 @ 5500
TQ 412 @ 4000

SINGLE
HP 401 @ 5500
TQ 421 @ 4500

TUNNEL
HP 401 @ 5500
TQ 420 @ 4500

so the truth if the matter is that "yes' you lose bottom end and at 2000 rpm, the dual is about 50 TQ higher. What most people fail to realize is that you gain higher peak on both HP and TQ. when going to a single plane. Generally higher produces more peak HP but in this test, it did not. For racing, single plane is the way to go and I don't think there is much penalty going for a victor (except in the pocketbook). For a street cobra running running at low rpm, then the dual will give you that low rpm kick in the pants.

In many dyno tests, adding a simple 1" spacer improves HP. I believe running a 1" taller manifold will do at least as well as the spacer since the runners are taller the entire distance. opefully some of the magazines will start to do these tests in the future.

Andy

SFfiredog · #13 (**permalink**) 07-10-2002, 03:27 PM

Hi Pat,
I called my buddy and had him double-check his 60 foot times on his timeslip and compare them to the old combo. This would be a good indication of the low end torque differnece of the 2 intakes.
The 60 foot times were actually .05 to .08 better with the Victor. His car leaves the line at 3800 to 4000 rpm with no trans-brake (obviously an automatic) I have always been a proponent of a well designed single-plane intake. when carbuerated properly, low end torque has never been an problem, especially in a light car with a manual gearbox. Single-plane intakes like slightly larger carbs than dual-planes and the really like double pumpers over vacuum secondaries.
The engine I built for his car is realitively mild, It idles at 950 rpm
and has 12 inches of vaccum at idle. He does drive it on the street.
'64 Fairlane Thunderbolt replica, 3850 lbs w driver,
C-6 trans with 4000 stall converter, 4.10 gears
Specs: 66 427 side-oiler block .030 over JE small dome pistions
12.7 to 1 compression
428 crank
eagle rods
Edelbrock heads ported by Keith Kraft Racing 2.19 int 1.76 exh.
custom ground Lunati roller cam 266 deg int 272 eg exh at .050" lift .688" lift intake .676 lift exh. 110 deg lobe centers Crower lifters
Erson roller rockers
MSD ingnition
Victor intake (unported)
850 DP Holley
Dynoed at 614 hp at 6600 rpm 590 lbs tq at 5100rpm
HTH,
Mike

rcp427 · #14 (**permalink**) 07-10-2002, 06:25 PM

I have had a Victor intake on my mild 468 FE for a couple of months now. I have been very satisfied with the low end for street driving and Autocrossing. I have not been to the Dyno yet but it feels strong up top. I had to go down a couple jet sizes from my previous intake, which may be from not enough hood clearance.
I have had trouble finding an air filter that will work without chopping it up. If anyone knows of one that will fit and allow decent air flow I would be interested in hearing about it.
Rich

rcp427 · #15 (**permalink**) 07-10-2002, 06:30 PM

I have had a Victor intake on my mild 468 FE for a couple of months now. I have been very satisfied with the low end for street driving and Autocrossing. I have not been to the Dyno yet but it feels strong up top. I had to go down a couple jet sizes from my previous intake, which may be from not enough hood clearance.
I have had trouble finding an air filter that will work without chopping it up. If anyone knows of one that will fit and allow decent air flow I would be interested in hearing about it.
Rich

wtcobra · #16 (**permalink**) 07-10-2002, 06:34 PM

Thanks for the replies.

Jeff Frigo-I am not worried about the stinking moderators, I'll get the Club Cranky and Gashole Gangs after them.

SFFiredog, ERA 535, and the rest of you gearheads, I have a new Victor FE intake that I am preparing to install on my engine and I noticed that Shelby has a new single plane intake (looks very nice) on their website, so I call Mike LeFevers (nice guy) and he informs me the Shelby manifold does not exist except in his dreams. I have known Mike for several years and knew that his manifold would not become a realty , if Edelbrock would produce their Victor FE in sufficient quanties to meet the demand. I then chase down a Victor FE intake (they purportedly only made 50)
and have it shipped to my good friend, Rich Pickles to have it ported. Tomorrow I am going to machine 1/2 inch off the carburetor mounting pad so I can attempt to run an air cleaner on the street. I am not concerned about the low end, but I do wonder about about the effect of lowering the plenum 1/2 inch. I have tried about every FE manifold except for webers. The manifold I am presently using (extensively reworked BT 4500 High Rise MR with the center divide cut way back) is the best manifold I have used to date for all around use. I like the potential of the Victor and the plenum and ports look very good.
I am running a custom ground roller Comp cam with 728 I and 726 E lift. Duration at .050 is 264 I and 274 E, with a 108 lobe separation. I set the cam in with a 4 degree advance, so I have lots of low end. I will be happy to share how the Victor works with all except Turk, as I would not want to confuse him even more.

Wayne

RICK LAKE · #17 (**permalink**) 07-10-2002, 07:34 PM

Hi Wayne When you and Rich P get together, this is trouble. I hope we are not hiding any blue bottles in the car. You two get sneakier everyyear. Have you odered the parashoots for the dragracing yet? ONLY KIDDING Hope to see you in two months. Rick Lake

wtcobra · #18 (**permalink**) 07-10-2002, 09:07 PM

Hi Rick,
My doctor has given me a reprieve until November, so I hope to also see you in September. As far as blue bottles are concerned, Rich and Stacy both have blue cars if that tells you anything. I wouldn't know what to do with it.

Wayne Turpin

wtcobra · #19 (**permalink**) 07-11-2002, 03:48 AM

SFFiredog-did you have any alignment problems with the pushrod holes? Did you get into the ports? Are you using nailhead valves on the Craft prepared heads? What did they flow after Keith worked on them? Kuntz flowed mine and I am using 2.25 intakes with Jesel roller system.

Wayne

SFfiredog · #20 (**permalink**) 07-11-2002, 10:26 AM

Hi Wayne,
Yes, we did have to do some minor die-grinding on the intake pushrod holes for clearance. We also had to mill the manifold to fit. IIRC, we had to take .025" off for the ports and bolt holes to line up. The intakes flowed 337 CFM @ 28in. I don't remember exactly what the exhaust flowed but I think it was in the high 250s. I'll have my buddy look through his paperwork. The heads used standard face valves, (no tulips) I also mis-quoted about the intake work. It was port matched and had some minor reworking of the port floors. (I have too many motors floating around in my head:

I don't think milling the top of your intake 1/2" will hurt very much although a motor of the size you (and I) built definitley likes big plenum areas. I guess if you want it all to fit under the hood there isn't much choice!

--Mike



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