a deeper look into the “top 3” oldschool Single Plane intakes for the large-port 4V Cleveland heads. •Edelbrock “Torker” vs •HOLLEY “Strip-Dominator” vs •WEIAND “X-celebrator”
Thank you👍🏼🏁. You can’t go wrong with something in the 250s to early 260s Duration@.50” & anywhere from the high .500” to early .600”thou lift👌🏼. Just remember the higher you go up on duration figures @.50” the higher up your powerband moves up to start, so depending on your Ci, Heads intake & carb is all relevant in choosing a cam…. With old oem Cleveland heads you also wanna be between 8°-15° difference in Duration between Inlet & Exhst with the exhst being the higher figure…… can’t go wrong with catalog cams but choose wisely ☝🏼🏁
From experience. The crane energizer cam is great. 524 lift. It's unusual that this is not a split duration cam, but works exceptionally well. Even with a stock converter. Delta Cam in Tacoma can grind a fresh one for you. If you want a little extra, use anti pump up lifters.
Right on GfP👌🏼🏁 they’re are badass intake but more suited for the stroker 4V Cleveland & stout combo due to its larger & parted-out Plenum along with its good sized runners & runner entry size 👌🏼🏁
I just around to viewing this vid. Well done! One of the issues I have with 351C intakes is the height of the carb base. I have a '72 Mustang Mach 1 with factory ram air. I have 4V heads on it and don't have much latitude in raising the height of the carb. I really want an SCM dual plane, but trying to get one in the states is impossible. The Blue Thunder intakes are good, but are pricing themselves out of the market, so it is a challenge to find an all around decent intake to replace the OEM iron unit.
Thanks r22 👍🏼🏁, don’t forget to subscribe if haven’t already…. Your best bet is to try grab a cheap used Edelbrock “performer” Dual Plane, they work well for a near stock build , use a 1/2”-1” spacer & you’ll be surprised. They’re a little more revised over stock iron design & alloy also so won’t have heat issues with the Fuel/Air coming in 👍🏼🏁
haha was waiting on this……it wasn’t much of performer that intake, with its split bank runners. I actually had one yrs back but sold it off 🤷🏻♂️ I’ll do a separate post on that soon. Check out my previous vids DN 👍🏼🏁
@@69JANKS It worked great for what I needed at the time, I liked it for the better low end power it gave me, and no hood clearance issues, I thought it was a very good intake myself, 👍😀
@@danonoveh8114 don’t get me wrong, it is a good intake 👌🏼, yes exactly it is a lower intake & suited for some help in lower rpm power…..it just wasn’t that all out power n drag race intake that’s all 🏁
In the 70s on the dirt tracks, we ran one of two intakes, and we kept them under lock and key lol. One was the Torker, and we went through a million intakes to finally run across the particular one we wound up with. It was the best one we could find, and we could never get others to match it's on track performance, even when we tried to copy it's port and runner measurements. The best overall intake we ran was a factory OEM Boss 351 intake. Nothing done to it, as I can remember as a kid at the time. It didn't matter how we built or ran any engine we put that intake on, it was always at or near the top of any others we put on them. The era didn't give much at all for the dirt dobbers to choose from, on these engines. Ford had it figured out pretty close, back then. I just wish we had some of the stuff out there now.
Thanks for sharing EF 👍🏼🏁, yes the factory intake was a revised dual plane intake which would work with low rpm grunt & suit mild combinations🤷🏻♂️, the single plane stuff was for the more serious combinations with big solid cams, big rpm’s, high comp etc……👍🏼🏁
@@69JANKS Thanks for the reply, you are correct about the differences. We ran just about the hottest stuff you could get in the 70s in our engines, including the iron 4V heads with the Glidden high port exhaust plates. For the circle track, 1/4, 3/8, and 1/2 mile lengths, the OEM Boss intake could run right with the single planes. The Torker we wouldn't let anyone get close to, lol, out performed several other Torkers and other brands, for some reason. I was a young lad then, so I'm going on memory. I remember my uncle swapping out the Torker in the pits on race day, for the Boss intake and vice versa many times. Just tuning for the track conditions at the time, I'm sure.
Upright headers? you mean flipped reversed headers? Spacers for the M block i wouldn’t have a clue, either have to be custom alloy plates angle decked & match ported…….🤷🏻♂️🏁
Lookin at building a 400 long rod motor for a pulling truck. They freak out if you tellem it's a 351c 4v. But they aren't scared of a 400......yet. They claim the 4v heads are big blocks,little do they know. Gotta be a factory cast iron head.
@@roymartin4771 that’ll be a cool build, they used to make an adapter (maybe still do) that would accommodate a 4V intake/tunnel ram for FE big block use…. Pro Stock Engineering ? I’ve mentioned it in one of my other Boss Intake vids …… It’s a 10.5” deck the M series I believe, so either there’s someone who makes them out there or just do your own adapters & port match them well 👌🏼🏁
@@roymartin4771 that’ll be tuff, just work out what stroke crank your going for on what length rod, then work out your piston height …..if it’s na you can go a tight piston height in the 1.1”s …… It’ll be Ci potential that’s for sure, with 4Vs on there it’ll make stupid amounts of power💪🏼🏁
@@69JANKS Interesting, just got the Aussie 2V heads back from the machine shop. New valves, springs, bowl blend and port match. I'm going to run a performer mainly for the low end response. This same engine was ran years back in a circle track car with boss pistons, ported 2V heads and the stock 2V intake with a 750cfm 2bbl. Upper rpm wasn't an issue, it would bump the 7200 limiter on the straights. Not sure what the 68 F100 shortbed weighs but with a 4 speed and 3.91's it should get along fine, I doubt it'll see much over 6000 these days. I'm hoping it will make around 400hp.
I'm running a Torquer, but would really like to try a dual plane. Trouble is no one is making them anymore so second hand is my only hope. There is one made, but it requires intake tongues and I'm not keen.
I know that the Original 72/73 nascar Torino when restored before it’s sale, got refreshed & Dyno’d at 475hp flywheel conservatively🤷🏻♂️🏁 & there was one test “online” that someone tested a bunch of intakes (incl Xram) but had all these absurd dyno HP results, that i just simply disregarded🤦🏻♂️, someone’s Dyno was definitely happy by like 150+hp lol 🏁 Check out my previous vids & posts on all this stuff, plus my very own Bud Moore CrossRam build I’m slowly doing up 👍🏼🏁
No stats or weird science here……just experienced observation & have run them on badass 2V & 4V Combinations myself in the past…. The Strip-Dom intake will be the slight leader in them 3 , Torker has the straightest (shortest runners) so good rpm power, Strip Dom also , Weiand has longer more curved runners (not good for airflow to bend) but then again longer is a little better for that lower-mid rpm Torque…..🤷🏻♂️👍🏼🏁
@@69JANKS From what I've seen from people (Richard Holdener) and others , there is just too much torque lost when using a single plane intake manifold on the street . Or even if you prefer taller gears ⚙ 🦵🙈
@@jeffschwartz5199 not much options out there for a full true 4V large port🤷🏻♂️, if it’s only really mild & street cruising low rpm is your thing, yes Dual Plane then 👍🏼
@@69JANKS The Edlebrock 7564 manifold carries out fairly well past six grand or so with a good flat torque curve 😀 . (It better , cause that's the one I ordered) 🤞
@@jeffschwartz5199 good choice👍🏼, just msg’d someone else here on that same intake. It’s the only choice really readily available & I’ve used them in the past & had even achieved 350horse on a 2V head combination at a 4800rpm max-redline👌🏼🏁
Thanks and Subscribed. Luv the lod skool stuff. Putting togeather a 393 with 4V closed chamber heads. Most modern mainfolds have a big port mismatch and seem to be set for all the alloy heads and all the dyno tests just seem to bolt them on. Should they be port matched to the 4V heads?
I wish you had or I knew what the performance was of each manifold . I have an old Torker manifold , but I think the Edlebrock Air Gap 7564 has a good operating range with better torque , which is the tire burning power that I want 😀 🤔
@@69JANKS Yes sir . I've the early 4V quench heads with roller rockers , the comp cam's unit that's supposed to give 450 hp at the crank . A little modest (cause I'm an old guy who likes to give it shit) , but maybe it will let me stay out of trouble 🤔 lol 😆
@@jeffschwartz5199 haha i read ya loud & clear, the air-gap is a good option👍🏼….is that intake an actual 4V port size? Can’t remember🤔……the Torker isn’t too bad either, it does like the 7K rpm range with 351 cubes👌🏼🏁
@@69JANKS The 7564 is supposed to have lots of meat to port match . It's made for the Edlebrock heads which are kind of like the 3V heads you guys have . I've got a second set of 4V closed chamber heads to build another Cleveland engine . Will see how the first one turns out . 60 over , should have some grunt .
How about picking a cam for A good Streetcar / . race on the weekend. Awesome job on the video and intakes
Thank you👍🏼🏁. You can’t go wrong with something in the 250s to early 260s Duration@.50” & anywhere from the high .500” to early .600”thou lift👌🏼. Just remember the higher you go up on duration figures @.50” the higher up your powerband moves up to start, so depending on your Ci, Heads intake & carb is all relevant in choosing a cam….
With old oem Cleveland heads you also wanna be between 8°-15° difference in Duration between Inlet & Exhst with the exhst being the higher figure…… can’t go wrong with catalog cams but choose wisely ☝🏼🏁
From experience. The crane energizer cam is great. 524 lift.
It's unusual that this is not a split duration cam, but works exceptionally well. Even with a stock converter.
Delta Cam in Tacoma can grind a fresh one for you.
If you want a little extra, use anti pump up lifters.
@69JANKS
Thanks for your time looking for you. To do another video. Maybe cam choices something cool 😎 from Street to Pro Stock
@@cammontreuil7509
Thanks for your comment. I'm still Gathering parts for my 70 four-speed Mustang.
I have a Holley Strip Dominator.
Thanks for info on these.
Right on GfP👌🏼🏁 they’re are badass intake but more suited for the stroker 4V Cleveland & stout combo due to its larger & parted-out Plenum along with its good sized runners & runner entry size 👌🏼🏁
I just around to viewing this vid. Well done! One of the issues I have with 351C intakes is the height of the carb base. I have a '72 Mustang Mach 1 with factory ram air. I have 4V heads on it and don't have much latitude in raising the height of the carb. I really want an SCM dual plane, but trying to get one in the states is impossible. The Blue Thunder intakes are good, but are pricing themselves out of the market, so it is a challenge to find an all around decent intake to replace the OEM iron unit.
Thanks r22 👍🏼🏁, don’t forget to subscribe if haven’t already…. Your best bet is to try grab a cheap used Edelbrock “performer” Dual Plane, they work well for a near stock build , use a 1/2”-1” spacer & you’ll be surprised. They’re a little more revised over stock iron design & alloy also so won’t have heat issues with the Fuel/Air coming in 👍🏼🏁
All intakes are pricing themselves out of the market. So are carbs.
You need to add the Offenhauser Port O Sonic for the 4v it was a good intake also🤔
haha was waiting on this……it wasn’t much of performer that intake, with its split bank runners. I actually had one yrs back but sold it off 🤷🏻♂️
I’ll do a separate post on that soon.
Check out my previous vids DN 👍🏼🏁
@@69JANKS It worked great for what I needed at the time, I liked it for the better low end power it gave me, and no hood clearance issues, I thought it was a very good intake myself, 👍😀
@@danonoveh8114 don’t get me wrong, it is a good intake 👌🏼, yes exactly it is a lower intake & suited for some help in lower rpm power…..it just wasn’t that all out power n drag race intake that’s all 🏁
@@69JANKS 👍
What about the holley street dominator.
In the 70s on the dirt tracks, we ran one of two intakes, and we kept them under lock and key lol. One was the Torker, and we went through a million intakes to finally run across the particular one we wound up with. It was the best one we could find, and we could never get others to match it's on track performance, even when we tried to copy it's port and runner measurements. The best overall intake we ran was a factory OEM Boss 351 intake. Nothing done to it, as I can remember as a kid at the time. It didn't matter how we built or ran any engine we put that intake on, it was always at or near the top of any others we put on them. The era didn't give much at all for the dirt dobbers to choose from, on these engines. Ford had it figured out pretty close, back then. I just wish we had some of the stuff out there now.
Thanks for sharing EF 👍🏼🏁, yes the factory intake was a revised dual plane intake which would work with low rpm grunt & suit mild combinations🤷🏻♂️, the single plane stuff was for the more serious combinations with big solid cams, big rpm’s, high comp etc……👍🏼🏁
@@69JANKS Thanks for the reply, you are correct about the differences. We ran just about the hottest stuff you could get in the 70s in our engines, including the iron 4V heads with the Glidden high port exhaust plates. For the circle track, 1/4, 3/8, and 1/2 mile lengths, the OEM Boss intake could run right with the single planes. The Torker we wouldn't let anyone get close to, lol, out performed several other Torkers and other brands, for some reason. I was a young lad then, so I'm going on memory. I remember my uncle swapping out the Torker in the pits on race day, for the Boss intake and vice versa many times. Just tuning for the track conditions at the time, I'm sure.
@@elmerfudpucker3204 that’s cool to know EF , thanks for sharing that 👍🏼🏁
A spreadbore ran the best? Hard to believe.
What spacers do i need to use the 4v heads and 4v torker on a 400 block? Allso does anyone know of any header sources for upright 4v headers?
Upright headers? you mean flipped reversed headers?
Spacers for the M block i wouldn’t have a clue, either have to be custom alloy plates angle decked & match ported…….🤷🏻♂️🏁
Lookin at building a 400 long rod motor for a pulling truck. They freak out if you tellem it's a 351c 4v. But they aren't scared of a 400......yet.
They claim the 4v heads are big blocks,little do they know. Gotta be a factory cast iron head.
@@roymartin4771 that’ll be a cool build, they used to make an adapter (maybe still do) that would accommodate a 4V intake/tunnel ram for FE big block use…. Pro Stock Engineering ? I’ve mentioned it in one of my other Boss Intake vids ……
It’s a 10.5” deck the M series I believe, so either there’s someone who makes them out there or just do your own adapters & port match them well 👌🏼🏁
351m/400 has a 10.29 deck. So i figure on steel crank rods and as much compression ass i can find. Plus fill the block.
@@roymartin4771 that’ll be tuff, just work out what stroke crank your going for on what length rod, then work out your piston height …..if it’s na you can go a tight piston height in the 1.1”s ……
It’ll be Ci potential that’s for sure, with 4Vs on there it’ll make stupid amounts of power💪🏼🏁
I’m building a 4v iron head Cleveland with a torker but will be running a single large turbo.
That’ll be cool👍🏼🏁
I have a Wieand Xcelerator port matched to Australian 302 heads.
Cool👍🏼, i also had a Xcelerator on my 2V (small port) Cleveland heads 25yrs ago. worked very well👌🏼🏁 & we run 12.0 et na in 3500lb stick car 🏁
@@69JANKS Interesting, just got the Aussie 2V heads back from the machine shop. New valves, springs, bowl blend and port match. I'm going to run a performer mainly for the low end response. This same engine was ran years back in a circle track car with boss pistons, ported 2V heads and the stock 2V intake with a 750cfm 2bbl. Upper rpm wasn't an issue, it would bump the 7200 limiter on the straights. Not sure what the 68 F100 shortbed weighs but with a 4 speed and 3.91's it should get along fine, I doubt it'll see much over 6000 these days. I'm hoping it will make around 400hp.
@@gearbanger57 right on gb57 it’ll be a badass little motor 👍🏼🏁, great selection of parts & gearing for a big ol truck 👌🏼
I'm running a Torquer, but would really like to try a dual plane. Trouble is no one is making them anymore so second hand is my only hope. There is one made, but it requires intake tongues and I'm not keen.
The dual plane would be for more mild combination working 6500rpm & under. Just wait for a used oldschool one to pop up for sale, usually go cheap 👍🏼🏁
Do you know if anyone tested a cross ram intake on the 4V head Cleveland?
I know that the Original 72/73 nascar Torino when restored before it’s sale, got refreshed & Dyno’d at 475hp flywheel conservatively🤷🏻♂️🏁
& there was one test “online” that someone tested a bunch of intakes (incl Xram) but had all these absurd dyno HP results, that i just simply disregarded🤦🏻♂️, someone’s Dyno was definitely happy by like 150+hp lol 🏁
Check out my previous vids & posts on all this stuff, plus my very own Bud Moore CrossRam build I’m slowly doing up 👍🏼🏁
No stats , makes it only a guess 🤷 🤔
No stats or weird science here……just experienced observation & have run them on badass 2V & 4V Combinations myself in the past…. The Strip-Dom intake will be the slight leader in them 3
, Torker has the straightest (shortest runners) so good rpm power, Strip Dom also , Weiand has longer more curved runners (not good for airflow to bend) but then again longer is a little better for that lower-mid rpm Torque…..🤷🏻♂️👍🏼🏁
@@69JANKS From what I've seen from people (Richard Holdener) and others , there is just too much torque lost when using a single plane intake manifold on the street . Or even if you prefer taller gears ⚙ 🦵🙈
@@jeffschwartz5199 not much options out there for a full true 4V large port🤷🏻♂️, if it’s only really mild & street cruising low rpm is your thing, yes Dual Plane then 👍🏼
@@69JANKS The Edlebrock 7564 manifold carries out fairly well past six grand or so with a good flat torque curve 😀 . (It better , cause that's the one I ordered) 🤞
@@jeffschwartz5199 good choice👍🏼, just msg’d someone else here on that same intake. It’s the only choice really readily available & I’ve used them in the past & had even achieved 350horse on a 2V head combination at a 4800rpm max-redline👌🏼🏁
Thanks and Subscribed. Luv the lod skool stuff. Putting togeather a 393 with 4V closed chamber heads. Most modern mainfolds have a big port mismatch and seem to be set for all the alloy heads and all the dyno tests just seem to bolt them on. Should they be port matched to the 4V heads?
I'm wondering that too.
Thank you for sharing
Your welcome RP, appreciate the comment 👍🏼🏁
I have the torquer and the strip dominator 👍
Perfect 👌🏼🏁
I wish you had or I knew what the performance was of each manifold . I have an old Torker manifold , but I think the Edlebrock Air Gap 7564 has a good operating range with better torque , which is the tire burning power that I want 😀 🤔
Sure thing👍🏼, are we talking on 4V large port Heads?
@@69JANKS Yes sir . I've the early 4V quench heads with roller rockers , the comp cam's unit that's supposed to give 450 hp at the crank . A little modest (cause I'm an old guy who likes to give it shit) , but maybe it will let me stay out of trouble 🤔 lol 😆
@@jeffschwartz5199 haha i read ya loud & clear, the air-gap is a good option👍🏼….is that intake an actual 4V port size? Can’t remember🤔……the Torker isn’t too bad either, it does like the 7K rpm range with 351 cubes👌🏼🏁
@@69JANKS The 7564 is supposed to have lots of meat to port match . It's made for the Edlebrock heads which are kind of like the 3V heads you guys have . I've got a second set of 4V closed chamber heads to build another Cleveland engine . Will see how the first one turns out . 60 over , should have some grunt .
@@jeffschwartz5199 cool 👍🏼🏁
🥝✔️