Can you please post more photos of the alum. X Factor intake? And are the runners individual or paired without a separation plate? Thanks And the adapter plate idea that Mike spoke of is a great idea and would make perfect sense. Why not utilize all that previous R & D? The adapter plates would need to be thick enough to have enough thread engagement to hold the manifold and with countersunk allen head bolts could be held in place without having the bolts visible (they'd be under the flange of the SBC manifold). The valley cover could be a separate piece that is held in place with small bolts through the end rails or incorporated into the adapter plates as one piece (which would be much harder to fabricate). The wide variety of available manifolds would open a huge door to performance variables. My vote would be to at least explore the idea. While homemade is what made hot rodding what it is today, sometimes expending energy in other areas and utilizing what is available may be a way to get more bang for the buck. I'd say plates and let the testing begin.
If an adapter would work. There are a lot of SBC intakes out there at swap meets to bring the total cost down. I'm not sure that a lot of guys would want to go through all of that trouble. Besides at the end of the day you would have a small block chevy intake on your Buick.:spank: I broke two fingers just trying to type it.:grin:
already been some testing done with a sbc intake on a sbb when they built that 500+ hp sbb on all stock iron parts, there are old adapter kits floating around out there. but some reaons the 8+ page thread has been deleted. title was "Ok Time for a little tease!" http://www.v8buick.com/showthread.php?p=535647
http://www.v8buick.com/showthread.php?t=157790&highlight=intake This is marks new intake,a nd he is building mine very similar witht he addition of nitrous and fuel injector bungs in each runner. I will run mine on my turbo engine with a blowthrough carb untill I get the multiport FI setup and the direct port nitrous will likely not be used unless I swap this intake onto an NA 350 at a later point. The SBC intake with plates would be pretty awfull looking compared to Marks new version...
Very good postings on this thread.I think that the conventional sbc manifold adapter will be a hard piece to make due to the layout differences vs the sbb.I measured a lot when I tried to work on my piece http://www.buickperformancegroup.com/forums/showthread.php?t=6012 .I ended up using a 340 Mopar for a donor.It was a lot of work and I won't do it again,hopefully I'll use it on a '30's hotrod some day.However if I was to even consider doing another one or if I was trying to come up with some adapters,I would look real hard at the Vortec styled sbc manifolds.The runners exiting at the flange side are closer to sbb that the previous gen of sbc's,and there's quite a few manifolds out there to support the Vortec headed engines,port injection is readily available for them also.The problem is the transition on the runner from one manifold to the other,it has to be smooth with no abrupt turns or corners,the layout is the key in my opinion.I think that the adapters are doable but it will take someone smarter than me.:beer
Mark's second version of the intake is the one I was talking about when I said it looked like a better all around performer. Sonny's SBC intake bolted onto adapters looked pretty official to me. I have to see if I can dig up some pictures and scan them. Basically all I'm saying about an adapter is that they would be easier to make than the whole sheetmetal intake therefore cheaper to buy and since the SBC intakes are cheap to begin with I'm thinking the whole package would come in less expensively than a custom intake and allow for multiple uses. Now, if you want a custom intake and the tuning(runners and plemun and such) are right I'm sure it will work out for whatever you want it to do and that is what Mark is doing and doing well. However, what it comes down to is that in my opinion, and backed up by the dragstrip results, it was not the intake for Carsons car for all the reasons stated previously. I've seen it before where one missmatched item hurts the total package. If you're shifting at 6500 and everything else is matched for that kind of operation I'm sure it will work great compared to a dual plane. Nobody would say that a dual plane is superior to a single plane at those rpm's but if you were to look at average power over certain rpm bands generally the dual plane favors lower and the single favors higher no matter how it is tuned because the dual plane will always have longer runners which is what hurts it at higher rpm. Finally just a shout out to Hector for the nice work on his intake. Merry Christmas
We will see what happens at the track, January 4th is my goal for that. Back to college on the 5th, hope it doesn't break.:laugh:
I think I will put this cam in, in the spring. This a nice step up from the 212. Lunati 67003 Hydraulic. Hot street or bracket cam for 350 engines. Will need 9.5-10.1 compression, 2500-2800 stall speed converter and 3.42-3.73 gears with good induction and exhaust. Likes up to 200 HP nitrous. Cam has a very rough idle quality! Advertised Duration (Int/Exh): 268/276 Duration @ .050 (Int/Exh): 227/233 Gross Valve Lift (Int/Exh): .505/.521 LSA/ICL: 110/106 Valve Lash (Int/Exh): Hyd/Hyd RPM Range: 2000-6000
Cason, Your heads intake to exhaust flow ratio is about 70% at max. lift. If you have the flow numbers from your heads that show cfm at each checking lift from .100" to .600", find the average by adding the flow numbers divided by the number of checking points. It appears you could benefit with a little more exh. duration than that cam lists. It'll help cover up for a poorer exh. flow. Also gross valve lift was rated at what rocker arm ratio? Check piston to valve clearance. The greater overlap with the 110 lsa will move the torque curve up higher in the rpm band, so a softer bottom end will most likely be felt.
I haven't thought about piston to valve clearance. The stock 71 deck height and pistons, with .050 shaved off the heads and .020 head gaskets. I wonder if that would be a problem. Your right about the exhaust duration. Only 3 more degrees at .050 than the TA212. That cam was rated with 1.55 rockers.
Ok, I got the dyno files. However, they are in raw Winpep format. If anybody has got the dynojet reader program, send me your email and let me send the files your way!:beers2: I have a mac, and the only drawback to that is not being able to use the dyno reader.
Cason, I think I can open your files and convert them to Adobe PDF with WinPEP7. You can try sending them through the e-mail link in my profile and I'll give it a shot! Devon
Here's your first look while I see what other cool stuff I can get from the files: http://home.comcast.net/~shinzan/summary.jpg Devon
