Vic E? Thats the Vic Jr right? Well im still wondering if its streetable on a stock PCM and tune?

 

[QUOTE=Tony Shepherd]Well....if you have big cubes, solid roller, and plan on spinning motor past 6800.....the single plane is the right choice. A stock intake can only flow around 280 cfm per fully ported runner. Not to mention the lack of plenum volume. If you install a set of high flowing heads (290+ cfm) and then slap on a stock intake....you are starving the motor.

This is my case , I often wonder how much I am losing with an unported intake? I do have the lt4 intake. I hear up to 20 rwhp and ft lbs of Tq??? Seems high?

 

The LT4 intake is internally the same as an LT1 intake.

Far as the streetability as I said with port injection it flows dry, a carb is wet flow and that is where drivability becomes a concern as the fuel may not stay adequately suspended at low speeds.

 

Explain please.

 

He's not going to run a carb.... The Victor E is a carb style single plane intake with fuel rails and bungs welded in for standard style injectors... the manifold would still run dry only it has a ton more plenum volume.... not to mention it feeds the intake ports evenly UNLIKE an LT1 manifold that feeds the cylinders front to back. Your front cylinders will get more air and the back will get less meaning the front cylinders run leaner and the back run richer if your fuel distribution is equal.... the single plane feeds from the top....

And most that run super high rpm with an LT1 say the manifold starts reverting air at super high rpms causing massive turbulence inside the manifold..... It would make sense since the back of the manifold is basically a flat wall.. Air hits it and has nowhere to go at high speeds....

 

A Vic E is not a Vic Jr, it's based on another intake from them. There are a ton of castings to start from so you might as well pick the best one.

Bret

 

I understand he is not running a carb which is why I said it would be fine for drivability.
Speed, the optential drivability issues normally associated with a manifold like this are because a carb is on top of them and the fuel does not stay atomized properly, this will be no issue to you because you will keep it port injected.

 

Tony are you saying that my set-up will not be that streetable with a hyd cam even with Moe bailey tuning it?
This cant be
by the way your PM box is full.

 

We could not get mine to run right on part throttle. He may have more luck with yours. I suggest moving the t-cable stud ball on the T-body linkage out to the edge so it will slow down the opening ratio on the blade. This may help. It may be a little easier with you having a hydraulic cam.

 

I sure hope so. I've waited along time for this build

 

Outlaw Z explains it exactly right
2 front holes run lean and the 2 back holes run rich on a LT1 intake

It just doesnt work with a big cam too well
Thats why I Like the Victor E and carb style 1000CFM TB,we have the idling,cold start part throttle and wot tuning dead nuts on and the car just lumpidty lumps at 925 idle (248-254 Dur.) Once we port the intake this week and get her back together and tweek the FAST alittle bit then its time to go to the track again and hit it with a shot

 

Thats a prety intresting point, kinda makes you wonder what all the big bad stroker cars with AFRs were leaving on the table all these years.

 

Yep Neil....I was one of them. Glad I went to a single plane now.

 

First time I saw 600+ hp with LT1 castings on a stroker was with a Super Vic, that pretty much made my mind up and proved to me that my idea that the LT intake was hurting things.

Bret

 

Yeah I got in a conversation with a bunch of people that had flowed intakes and done a bunch of plenum work on LT1's.... one was Steve Bunner from Virginia.... Feeding an 8 port manifold with a forward facing intake is naturally going to favor the front cylinders with air hence a leaner mixture.... the back 2 holes are going to naturally run richer....

Talking to Steve helped out a ton too when he was doing all that R&D on LT1 manifolds cutting them open and what not. The situation can be improved but it's much better just ditching it and going to a single plane modded for EFI....

Bret can you clue me in as to what the hell my engine builder is talking about when it comes to mounting the single plane to my LT4 227cc AFR's.... He says he wants to mod the heads instead of modding the intake to match up cause then more bolts will actually bolt the intake to the heads. Less chance for leaks. Are we having a communication problem or is that true. If you use good gaskets with the single plane Supervic or Vic E have you ever seen a problem with air leaks???? I never had an issue with my LT1 manifold bolted up.... What is the difference between the LT1 style intake to head bolt config and a standard SBC setup?????

Sorry to hijack this thread but I think it's all info that we might wanna know about single plane intakes....

Caprice-Sorry I read your post wrong. i though you said he was going to run a carb... i read it again and straightened myself out...

 

I heard they make a super vic for vortech heads with bungs in it already. Are the vortech heads intake ports based off the lt1 ports? Then it should possibly bolt right up if you drill out the center holes. Then all you have to do is adapt fuel rails.

 

I too am wondering whats all required? Considering I am on a stock portmatched intake and home ported heads on a stroker with a 236/245 114 lsa.. The heads will be next mod and now the intake also

 

Does a single plain style manifold fit under the factory hood? Just wondering once you put that elbow with the throttle body on.

 

OutlawZ you can actually mod the heads to fit the intake cheaper but the bad thing about that is you can't go back to a LtX style intake then (some may not care, lol) The only good thing about doing the intake conversion is that you can still run the stock style intakes too later if you wanted to.
For whoever is looking into this doing the heads would be cheaper.

slow95 I think you are stilling reffering to the Vict E manifold.

Another intake selection for anyone wanting to do a Single plain is the Accel Pro Ram intake designed by Ligenfelter, Joe overton runs this intake. The operating range in standard form is 2000-6800. Can be had for less than $500 and comes in EFI form with Fuel rails, add a 200 Stock style elbow and run the factory TB's. You save money for the $230 90mm TB that is having Throttle Tip in problems, and at least $200 for the EFI conversion, $90-$100 for fuel rails, $110 for the IAC, TPS connections to work with the Ford 90mm TB.

camar0corey These intakes can be manipulated to fit under the stock hood but you have to do some work (basically mill the hell out of the elbow). The Supervic Is a little taller than most other single plains (Vict E, Vic jr, Accel Pro ram.)

asudecat glad to hear your build up going nice buddy, IF you do have Throttle tip in problems go back to stock style TB and get the elbow setup from intakelbows.com.

Tony Can't wait for you to spin that motor of yours to 8000+ RPM man I want to see 550+RWHP N/A, keep me updated on that. Btw my charger setup is coming along well .


BTW I highly recommend Bret Bauer to do this conversion, he converted me a Top of the line Super Vic, still wish I had it .
Bret should I ditch the LT4 ported runner intake with monoblade for a Single plain or would it matter as much on my procharger motor spinning to 6200. I know the TQ would be there, but I don't know if it would be benficial as much on since I am ramming the air in. I have seen boosted guys pick up 60-70RWHP just from single plain intakes on applications like mine. Car should make 650-700RWHP with a LT4 intake.

 

We made a tool on the bridgeport to drill the heads and then redrilled the existing LT1 holes in the intake at a different angle...It fits like a glove with no leaks,Ocerton run a conventional TB just like we do but he also runs a BIIIIIIIIIIIIG spacer,we only have a 1/2 spacer on our shop car