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Thread: Intake choice

  1. #1
    FEP Power Member tonysilver82's Avatar
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    Default Intake choice

    Which intake is the best choice 331 stroker torker2 or rpm airgap

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    FEP Member brianj's Avatar
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    Or, if you must settle for less, I'm partial to the Performer RPM. I'm making the assumption that you will not be spending a lot of time over 5000 RPM, though. If you built it to ring it up to 6800 on a regular basis, that changes things.
    Last edited by brianj; 10-17-2017 at 03:31 PM.
    1983 Mustang G.T. No-option stripper- I like strippers.
    5.0, GT40P heads, Comp Cams XE270HR-12 on 1.6 rockers, TFI spring kit, Weiand 174 blower, Holley 750 mechanical secondarys, Mishimoto radiator, Edelbrock street performer mechanical pump, BBK shortys, T-5 conversion, 8.8 rear, 3.73 gears, carbon fiber clutches, SS Machine lowers, Maximum Motorsport XL subframes, "B" springs.

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    FEP Power Member tonysilver82's Avatar
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    Quote Originally Posted by brianj View Post
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    Or, if you must settle for less, I'm partial to the Performer RPM. I'm making the assumption that you will not be spending a lot of time over 5000 RPM, though. If you built it to ring it up to 6800 on a regular basis, that changes things.
    shifting at 6200

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    FEP Member brianj's Avatar
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    I'd vote Performer RPM. I ran one for years, and was quite happy with it. It's still sitting on a shelf, ready to go on the next n/a motor I build. A single plane intake like the torker is great for top end, and honestly probably does not affect your low end torque that much, but it can be a bit finicky and herky-jerky from a stop, or when cold. Many people run single plane intakes daily without complaint, but it's not for me.
    Last edited by brianj; 10-17-2017 at 05:35 PM.
    1983 Mustang G.T. No-option stripper- I like strippers.
    5.0, GT40P heads, Comp Cams XE270HR-12 on 1.6 rockers, TFI spring kit, Weiand 174 blower, Holley 750 mechanical secondarys, Mishimoto radiator, Edelbrock street performer mechanical pump, BBK shortys, T-5 conversion, 8.8 rear, 3.73 gears, carbon fiber clutches, SS Machine lowers, Maximum Motorsport XL subframes, "B" springs.

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    FEP Power Member tonysilver82's Avatar
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    Quote Originally Posted by brianj View Post
    I'd vote Performer RPM. I ran one for years, and was quite happy with it. It's still sitting on a shelf, ready to go on the next n/a motor I build. A single plane intake like the torker is great for top end, and honestly probably does not affect your low end torque that much, but it can be a bit finicky and herky-jerky from a stop, or when cold. Many people run single plane intakes daily without complaint, but it's not for me.
    thanks for that info

  6. #6

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    Air Gap 7521 (?) shows some nice dyno graphs for what its worth. I will likely try one on my Saleen clone.

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    FEP Senior Member dtmilsap's Avatar
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    I am going with the 7521 also on my engine build.

    Sent from my SAMSUNG-SM-G900A using Tapatalk

  8. #8

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    What kind of heads and cam and compression? I'm not sure how anyone's talking about an intake without knowing that.

  9. #9
    FEP Power Member tonysilver82's Avatar
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    Quote Originally Posted by Just1986 View Post
    What kind of heads and cam and compression? I'm not sure how anyone's talking about an intake without knowing that.
    dad level20 331 trickflow185cnc heads 533,544 comp cam around 10:1 compression 5 pad car 100 to 150 shot of nos

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    Since you posted this question in the race tech section, I have to ask if this is more of a race car, or street car.My own 331 does not see any street duty, it is also 10.0 compression, with untouched AFR 185 heads, a .570" lift Comp solid flat tappet cam, amd a 650 Holley.My trans is a Jerico 4 speed, and used 4.88 or 5.13 gears, depending on if if was in my 85 Mustang with 29" tall slicks, or my Fairmont with 31" tall tires. I shift at 6800 RPM, and in good conditions, crosses the finish line a little over 7000. I have tried a Performer RPM, an Air Gap RPM, and currently use a Ford Motorsport single plane, basically a Victor Ir. with a Motorsport logo and part number. On my car, the single plane is hands down the quickest and fastest, mid 10.20 ETs vs 10.4s for the AirGap. But like I said, I don`t street drive either car.Also, I don`t use nitrous, but I would think that a single plane would likely be more efficent with a single plane. JMO.
    1978 Fairmont 2 door sedan, 428CJ 4speed. 9.972ET@132.54mph. 1.29 60 foot
    Replaced the FE big block with my 331/4 speed in my Fairmont, best 10.24ET @128 MPH.
    1985 Mustang LX hatchback NHRA Stock Eliminator 302 4 speed best in legal trim 12.31@107 mph, but has gone 11.42@115 with aftermarket intake, carb, and iron Windsor Jr. heads.New for 2012! 331 cube SB Ford, AFR 185 heads, solid flat tappet cam, pump gas; 10.296ET@128.71 mph, 1.37 60 foot.
    1979 Zephyr Z7, all original 302 auto, 2nd owner.

  11. #11

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    Quote Originally Posted by tonysilver82 View Post
    dad level20 331 trickflow185cnc heads 533,544 comp cam around 10:1 compression 5 pad car 100 to 150 shot of nos

    I wouldn't put anything less than a Victor JR on there. That car's gonna pull hard between 4000-6500. That's Victor JR Territory.

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    FEP Member Mgino757's Avatar
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    I'd run a Weiand Stealth, they're good up to 6800 rpm with it's big runners. Edit:Found your cam. I second my intake suggestion.
    Last edited by Mgino757; 10-22-2017 at 07:09 PM.
    1985 Mustang GT conv. modified 4180C, Weiand Street Warrior intake manifold, equal length headers, true dual exhaust, 3.55:1 8.8'' rear end, 180* thermostat, Ford Racing 10.5" clutch. Garage dweller.

    1998 Mustang GT auto. Stock and slow daily driver.

    1996 Thunderbird LX 4.6L V8. Wrecked, drag racing in heaven. RIP Oct 1995-March 24, 2016.

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    FEP Supporter BMW Rider's Avatar
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    You need to consider how you want to use the car and the engine.

    A single plane manifold will be best when the engine is into the rpm range it is rated for, typically that will be higher constant revs as in drag racing. A single plane manifold under those conditions will out perform a dual plane. At low rpm and under variable throttle a single plane will perform poorly. This is where a dual plane manifold will be a far better choice giving you better throttle response and driveability. A good dual plane will still perform well into higher rpm ranges.

  14. #14

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    Quite mild camshaft = dual plane, better choice.
    Mike
    1986 Mustang convertible 3.8L ---> BUILD THREAD
    1983 Mercury Cougar 3.8L LS
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    1966 Ford Fairlane sedan 200-6
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    1971 Mustang Fastback
    1974 Pontiac Luxury LeMans

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    just a quick mention, if you end up with the RPM intake you should at the very least have it gasket matched to to your heads

  16. #16

    Default Intake

    I have a Hurricane air gap single plane polished aluminum I ran for several years on my 347, it is amazing, it will pull crazy hard well past 7000 if you needed, I ran a 347 with Rpm performer heads and and 750 cfm with a 575 in. lift cam and it was a street monster on pump gas and A/C. I went all back to stock because I'm done wanting a low 11 sec car.........high 12's makes me happy. $200 would take it to the next owner.
    Last edited by GT 350; 11-01-2017 at 07:33 PM. Reason: spellling

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