Performer RPM VS Victor JR Dyno test
10-11-2014, 06:10 PM
#25
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Bringing this back from the dead . Does anyone have a link to a stroker build , using aftermarket heads and the performer RPM? I'd like to see some dyno results.
Also , as a project I was going to pull the intake and grind out the webbing to make it more pretty, like the Victor . Anyone done this ? I'm not sure why Eddie and Holley leave the casting webs on the dual plane intakes.
Also , as a project I was going to pull the intake and grind out the webbing to make it more pretty, like the Victor . Anyone done this ? I'm not sure why Eddie and Holley leave the casting webs on the dual plane intakes.
10-12-2014, 10:36 AM
#26
On The Tree
Bringing this back from the dead . Does anyone have a link to a stroker build , using aftermarket heads and the performer RPM? I'd like to see some dyno results.
Also , as a project I was going to pull the intake and grind out the webbing to make it more pretty, like the Victor . Anyone done this ? I'm not sure why Eddie and Holley leave the casting webs on the dual plane intakes.
Also , as a project I was going to pull the intake and grind out the webbing to make it more pretty, like the Victor . Anyone done this ? I'm not sure why Eddie and Holley leave the casting webs on the dual plane intakes.
10-12-2014, 05:01 PM
#29
On The Tree
It's supposed to , but if I had it to do all over again I would of bought an Edelbrock Performer RPM. Holley is cast in china , Edelbrock right here in the USA. This is important to Me , had I known I would of got a Edelbrock. Also Edelbrock appearance is much nicer out of the box. I also opened up and polished the insides of the runners , so it would be kind of hard to compare the performance between the two.
10-12-2014, 05:55 PM
#30
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I agree with you there. Capitalism is flawed in many ways, and I encourage buying local , whenever we can.
Apparently the Performer RPM have supported up to 590 HP , but I haven't found the build thread yet .
Apparently the Performer RPM have supported up to 590 HP , but I haven't found the build thread yet .
10-12-2014, 07:05 PM
#31
10-12-2014, 07:14 PM
#32
do you guys think i will benefit for an intake swap? i am currently running a victor jr, cnc ls6 heads, and a MS3 cam shaft on my LS1. backed by a stage II T56 and LS7 clutch, currie 9" with 4.11 gears. it already pulls like a no other past 6500. just wondering if i will get more usable power for street driving. although i would love to see what my car can do at the strip, i doubt i will ever drag race it. hood clearance is pretty tight under my cowl hood on my 69 camaro. how much shorter is the performer?
10-13-2014, 04:24 AM
#33
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I absolutely love this. I havn't had the opportunity or funds to build a lsx that I felt could take advantage of a single plain but I have always enjoyed building dual plane motors. It may sound dumb but I like my little street car motors. A lot of people are surprised how well my motors perform for what they are and I like to chalk it up to putting together combinations that work well together. Its been a long time since I seriously drag raced but nasty race motors made me appreciate putting together motors that make power under the curve. I also only ever had experience with screaming big blocks and big converters so I have yet to experience all that these ls motors can do.
I have been watching this and matt K's thread because its exactly what I want to do for my car eventually. Sorry for the rant, I just find this very intriguing.
I have been watching this and matt K's thread because its exactly what I want to do for my car eventually. Sorry for the rant, I just find this very intriguing.
10-13-2014, 05:00 AM
#34
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I absolutely love this. I havn't had the opportunity or funds to build a lsx that I felt could take advantage of a single plain but I have always enjoyed building dual plane motors. It may sound dumb but I like my little street car motors. A lot of people are surprised how well my motors perform for what they are and I like to chalk it up to putting together combinations that work well together. Its been a long time since I seriously drag raced but nasty race motors made me appreciate putting together motors that make power under the curve. I also only ever had experience with screaming big blocks and big converters so I have yet to experience all that these ls motors can do.
I have been watching this and matt K's thread because its exactly what I want to do for my car eventually. Sorry for the rant, I just find this very intriguing.
I have been watching this and matt K's thread because its exactly what I want to do for my car eventually. Sorry for the rant, I just find this very intriguing.
10-13-2014, 05:58 AM
#35
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a 550 ft/lb motor with a stick behind it would be a sickly fun street car.
Im really curious to know what my baby 5.3 would do with a set of heads, 228 ish cam on a 110 and a performer rpm with my 650 on top. I think it would be real fun.
Last edited by Horsepwraddict; 10-13-2014 at 06:06 AM.
10-13-2014, 02:37 PM
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Did 10 more HP and 20-30 less torque improve your driving experience and track times ? When I go stroker , a tighter converter will probably work better . I went 3600 because that seems to be the most common around here , and it does feel quick. 3200 would probably work really well with a dual plane , as your 2800 does too.
10-13-2014, 03:53 PM
#38
In my car I really did not notice any difference in drivability with the 3000 rpm stall on the street as my car could easily overpower the drag radials at speeds below 30 Mph.
At the track, the Victor Jr. was .05 slowerer in the 60' than the Performer RPM, but 1 MPH faster by the end of the 1/8 mile. The car ended up running roughly the same ET in the 1/8, but was 1 tenth quicker and 1.5-2 MPH faster in the quarter mile with the Victor JR.
This test was done with a very mild 222/224 camshaft, 3000 stall and a 3.90 gear. It is my opinion that the decision between Performer RPM and Victor Junior is all about the stall converter. On a 6 liter I would choose a Victor Junior on anything with a 3000 stall or higher unless the vehicle was #4000+ or had a very low numerical rear axle ratio.
At the track, the Victor Jr. was .05 slowerer in the 60' than the Performer RPM, but 1 MPH faster by the end of the 1/8 mile. The car ended up running roughly the same ET in the 1/8, but was 1 tenth quicker and 1.5-2 MPH faster in the quarter mile with the Victor JR.
This test was done with a very mild 222/224 camshaft, 3000 stall and a 3.90 gear. It is my opinion that the decision between Performer RPM and Victor Junior is all about the stall converter. On a 6 liter I would choose a Victor Junior on anything with a 3000 stall or higher unless the vehicle was #4000+ or had a very low numerical rear axle ratio.
10-13-2014, 04:04 PM
#39
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In my car I really did not notice any difference in drivability with the 3000 rpm stall on the street as my car could easily overpower the drag radials at speeds below 30 Mph.
At the track, the Victor Jr. was .05 slowerer in the 60' than the Performer RPM, but 1 MPH faster by the end of the 1/8 mile. The car ended up running roughly the same ET in the 1/8, but was 1 tenth quicker and 1.5-2 MPH faster in the quarter mile with the Victor JR.
This test was done with a very mild 222/224 camshaft, 3000 stall and a 3.90 gear. It is my opinion that the decision between Performer RPM and Victor Junior is all about the stall converter. On a 6 liter I would choose a Victor Junior on anything with a 3000 stall or higher unless the vehicle was #4000+ or had a very low numerical rear axle ratio.
At the track, the Victor Jr. was .05 slowerer in the 60' than the Performer RPM, but 1 MPH faster by the end of the 1/8 mile. The car ended up running roughly the same ET in the 1/8, but was 1 tenth quicker and 1.5-2 MPH faster in the quarter mile with the Victor JR.
This test was done with a very mild 222/224 camshaft, 3000 stall and a 3.90 gear. It is my opinion that the decision between Performer RPM and Victor Junior is all about the stall converter. On a 6 liter I would choose a Victor Junior on anything with a 3000 stall or higher unless the vehicle was #4000+ or had a very low numerical rear axle ratio.