victor jr or super victor ?
Thread Starter
On The Tree
Joined: Aug 2007
Posts: 112
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From: Finland
victor jr or super victor ? I have a 6.0 engine project which is supposed to make 1000 fwhp with following parts:
-stock crank and block
-mahle 4.020 dish pistons 9.2 comp with 64cc heads
-eagle 6.125 h-beams
-hyd cam 23x/23x lift .610 lsa 114
-arp studs allover
-patriot 6.0 stageIII heads 64cc
-homemade turbo kit (1.75 pri 2.5 coll & crossover) for B&W S480 T6 1.32 a/r
-megasquirt II
Question is which intake is better for me, jr or super?
-stock crank and block
-mahle 4.020 dish pistons 9.2 comp with 64cc heads
-eagle 6.125 h-beams
-hyd cam 23x/23x lift .610 lsa 114
-arp studs allover
-patriot 6.0 stageIII heads 64cc
-homemade turbo kit (1.75 pri 2.5 coll & crossover) for B&W S480 T6 1.32 a/r
-megasquirt II
Question is which intake is better for me, jr or super?
TECH Apprentice
Joined: Nov 2006
Posts: 369
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From: Copenhagen
what you need to remember is that you will be flowing the same volume of air at boost as you would be if you ran naturally aspirated... (P*V=n*R*T) but the mass of air will be proportionately larger with increased boost pressure.. so you should ideally be looking for an intake that gave you more low to mid end torque to help get the turbos mooving..
edelbrock is comming out with a cast tunnelram that should be the ticket for you... but making 1000 Hp thru an LS6 intake isnt a problem (untill it explodes from the increased pressure that is :-) )
edelbrock is comming out with a cast tunnelram that should be the ticket for you... but making 1000 Hp thru an LS6 intake isnt a problem (untill it explodes from the increased pressure that is :-) )
Thread Starter
On The Tree
Joined: Aug 2007
Posts: 112
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From: Finland
-I will have only 367 ci so I need parts that do not kill the whole low end torq
-smaller runners give more velocity before boost
-One friendly member here made an offer to me... Thanks BlwnTA!
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TECH Apprentice
Joined: Nov 2006
Posts: 369
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From: Copenhagen
yeah, now you mention it... i just bought mine friday!
the 78 mm will be more than enough.. its the same deal as the intake, same volume air at higher pressure = more mass flow, but same volume flow as stock, so 78 will be fine
some builders mount the TB pointing upwards like a 4bbl (on a plate to adapt) to avout the crappy flow of an elbow.. a 3 inch mandrell bend will work much better and be way cheaper than a fabricated elbow
the 78 mm will be more than enough.. its the same deal as the intake, same volume air at higher pressure = more mass flow, but same volume flow as stock, so 78 will be fine
some builders mount the TB pointing upwards like a 4bbl (on a plate to adapt) to avout the crappy flow of an elbow.. a 3 inch mandrell bend will work much better and be way cheaper than a fabricated elbow
9 Second Club
Joined: Nov 2003
Posts: 13,616
Likes: 185
From: Norn Iron
Interesting yes...but it also reduces the volume of the plenum, and could also affect air distribution.
Hopefully Edelbrock will get this new intake into the shops at a sensible price...soon.
Hopefully Edelbrock will get this new intake into the shops at a sensible price...soon.
TECH Apprentice
Joined: Nov 2006
Posts: 369
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From: Copenhagen
schwartz racing uses it on all his 720+ hp ls7´s for ultimas (he sells like 30 of them a year)
this very engine is goung in a 1971 cutlass (thats the reason its stroked to 455 cui) www.schwartzperformance.com look in projects
quote from Hp:
We're taking this restored 1971 Cutlass Supreme SX and transforming it into "Cutlass LSX 455"
With a complete Schwartz tubular chassis, rack and pinion, QA1 coil overs, Winters 9" aluminum housing with Moser 3rd member, Baer 6 piston monoblock 6s calipers clamping 14" rotors, Forgeline modular 18x9 and 19x12.5 wheels, A Schwartz stroked 455 cubic inch dry sump LS7 Z06 engine using the original Oldsmobile 455 bore and stroke. It has custom Wiseco forged pistons, Lunati camshaft to our specs and 600 hp, mated to a Viper T56 six speed. It'll be riding on Michelin Pilots, 345/30x19 and 255/35/18's
Update 11/06/08. Final Assembly in process. Upon completion look for it in Popular Hot Rodding Magazine.
the engine has been dynoed so any individual lean conditions should have been caught.. but thats speculation on my part...
http://www.schwartzperformance.com/p...x?projectid=15
this very engine is goung in a 1971 cutlass (thats the reason its stroked to 455 cui) www.schwartzperformance.com look in projects
quote from Hp:
We're taking this restored 1971 Cutlass Supreme SX and transforming it into "Cutlass LSX 455"
With a complete Schwartz tubular chassis, rack and pinion, QA1 coil overs, Winters 9" aluminum housing with Moser 3rd member, Baer 6 piston monoblock 6s calipers clamping 14" rotors, Forgeline modular 18x9 and 19x12.5 wheels, A Schwartz stroked 455 cubic inch dry sump LS7 Z06 engine using the original Oldsmobile 455 bore and stroke. It has custom Wiseco forged pistons, Lunati camshaft to our specs and 600 hp, mated to a Viper T56 six speed. It'll be riding on Michelin Pilots, 345/30x19 and 255/35/18's
Update 11/06/08. Final Assembly in process. Upon completion look for it in Popular Hot Rodding Magazine.
the engine has been dynoed so any individual lean conditions should have been caught.. but thats speculation on my part...
http://www.schwartzperformance.com/p...x?projectid=15
Last edited by deuce_454; Jan 5, 2009 at 01:11 PM.
TECH Apprentice
Joined: Nov 2006
Posts: 369
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From: Copenhagen
according to jeff schwartz there is close to no measurable difference in EGT front to back at half compared to full throttle, so its an academic issue..