TBI + Vortec intake?
#1
TBI + Vortec intake?
Any suggestions what intake to run with vortec heads and a TBI.
I don’t think that I could justify the $3xx cost of the GMPP one so I’m probably going to go with an adaptor plate on something but what? I’m thinking open plenum would be better, but I haven’t found anything appropriate… I wish I could find a small runner, single plane like the wieand x-celerator or even a torquer II… not that this thing is going to turn any real rpm, it’s going in a truck, I just don’t see a reason for the “signal enhancing” characteristics of a divided plenum (though at this rate I probably will end up going with one).
So what have you guys done/used? How did it work?
I don’t think that I could justify the $3xx cost of the GMPP one so I’m probably going to go with an adaptor plate on something but what? I’m thinking open plenum would be better, but I haven’t found anything appropriate… I wish I could find a small runner, single plane like the wieand x-celerator or even a torquer II… not that this thing is going to turn any real rpm, it’s going in a truck, I just don’t see a reason for the “signal enhancing” characteristics of a divided plenum (though at this rate I probably will end up going with one).
So what have you guys done/used? How did it work?
#3
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Car: 1990 Camaro RS
Engine: Juiced 5.0 TBI - 300rwhp
Transmission: T5
Axle/Gears: 3.42 Eaton Posi, 10 Bolt
Mark,
Definatly the right track. I honestly haven't looked into specific vortec intakes. I would look for any low-rise single plane, and then look at the port size. Does Wieand make a team-g manifold for vortecs?
I do very much agree, that the open plenum is optimal for TBI.
Definatly the right track. I honestly haven't looked into specific vortec intakes. I would look for any low-rise single plane, and then look at the port size. Does Wieand make a team-g manifold for vortecs?
I do very much agree, that the open plenum is optimal for TBI.
#4
and that's the problem, I can't find an open plenum manifold that has relatively small runners appropriate for my 350 truck engine. I could really care less if this thing pulls at all north of 4000 or so rpm, but will kill for all the torque (and consequently efficiency) that I can get from idle to 2500rpm. Honestly, in normal driving between the 33” tires and 3.42 gears I only exceed 2500rpm when I’m doing something stupid.
I’m half tempted to get my hands on a factory vortec manifold, ditch the top of it and build myself something like the crossfire setup, but from what I’m seeing I have 2 problems with that: the vortec manifolds are going for insane prices on ebay for a used manifold and it looks like the runner openings are very close to the flanged surface between the top and bottom halves which is going to make it difficult to package things so the air/fuel turn around into the runners well, where on the crossfire setup the port openings basically started on the plenum floor giving you some clearance to work with…
I’m half tempted to get my hands on a factory vortec manifold, ditch the top of it and build myself something like the crossfire setup, but from what I’m seeing I have 2 problems with that: the vortec manifolds are going for insane prices on ebay for a used manifold and it looks like the runner openings are very close to the flanged surface between the top and bottom halves which is going to make it difficult to package things so the air/fuel turn around into the runners well, where on the crossfire setup the port openings basically started on the plenum floor giving you some clearance to work with…
#5
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Car: 93 GM300 platforms
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Why don't you just stick with the CFI intake? It's very good for the rpm limit and application you've imposed.
Last edited by kdrolt; 04-26-2006 at 11:25 AM.
#6
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Car: 1983 G20 Chevy
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Originally Posted by Dewey316
I do very much agree, that the open plenum is optimal for TBI.
I recomeend a dual plane intake with an adapter and maybe a slight amount of trim work to the center divider of the intake.
TBI doesn't rely on a vacuum signal as much as a carb, but a single plane eliminates the resonance of a dual plane intake and much of your low-midrange torque and fuel mileage.
#7
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Car: 1990 Camaro RS
Engine: Juiced 5.0 TBI - 300rwhp
Transmission: T5
Axle/Gears: 3.42 Eaton Posi, 10 Bolt
What combo did you run it on? I did not notice any real torque loss on my motor, when I switch, and it was much smoother in the mid-range RPMs.
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#8
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Car: 1983 G20 Chevy
Engine: 305 TPI
Transmission: 4L60
Axle/Gears: 14 bolt with 3.07 gears
Originally Posted by Dewey316
What combo did you run it on? I did not notice any real torque loss on my motor, when I switch, and it was much smoother in the mid-range RPMs.
I ran the single plane on 2 different engines and noticed a substantial torque loss that could not be tuned out. Then again my 5,300 lbs brick pulling a trailer with 3.08 gears makes the difference very pronounced. I noticed a loss of torque, in exchange for a slight HP improvement over 4,500.
Engine A.) 355 w/ Mellings MTC-1cam, ported 601 heads, 1 7/8" primary headers, and a 454 TBI.
Engine B.)355 w/ LT1 cam, ported 601 heads, 1 7/8" primary headers, and a 454 TBI
Engine C.)312 w/ L82 cam, ported 081s, 1 7/8" primary headers, and a stock 350 TBI.
#9
Fast… what single plane were you using? I’m wondering if it is more a question of runner size then a question of the divided rather then the single plenum, since the only reason that a divorced plenum should help anything is the signal to a carb which should be a non issue with TBI setups.
When you ran the spacer/adaptor did you use a 2 hole or open one? As an alternative I was thinking of running an open adaptor on something like a performer or the professional products knockoff and possibly cutting a slot in the plenum divider.
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because it won't bolt to the vortec heads that I'm probably putting on the engine...
When you ran the spacer/adaptor did you use a 2 hole or open one? As an alternative I was thinking of running an open adaptor on something like a performer or the professional products knockoff and possibly cutting a slot in the plenum divider.
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Originally Posted by kdrolt
Why don't you just stick with the CFI intake? It's very good for the rpm limit and application you've imposed.
Last edited by 83 Crossfire TA; 04-26-2006 at 01:46 PM. Reason: Automerged Doublepost
#10
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Car: 1983 G20 Chevy
Engine: 305 TPI
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Axle/Gears: 14 bolt with 3.07 gears
Originally Posted by 83 Crossfire TA
Fast… what single plane were you using? I’m wondering if it is more a question of runner size then a question of the divided rather then the single plenum, since the only reason that a divorced plenum should help anything is the signal to a carb which should be a non issue with TBI setups.
When you ran the spacer/adaptor did you use a 2 hole or open one? As an alternative I was thinking of running an open adaptor on something like a performer or the professional products knockoff and possibly cutting a slot in the plenum divider.
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When you ran the spacer/adaptor did you use a 2 hole or open one? As an alternative I was thinking of running an open adaptor on something like a performer or the professional products knockoff and possibly cutting a slot in the plenum divider.
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The spacer was the holley projection adapter with 2" holes seen in the above pictures.
#13
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I have the performer rpm vortec on my car and I miss some of the low end power. Do they make just a normal performer manifold for it? Might be the way to go.
#14
Edelbrock makes a Performer, Professional Products makes a knockoff of that and Weiand has an action plus, all rated from idle to 5500rpm.
My instinct probably ranks them in reverse order, I’m not sure for any real reason… Weiand first (probably because it’s a square bore, I don’t see how an adaptor plate like we’re talking about will get even fuel distribution spraying into a spread bore), Professional products second (not sure why, I just get more of a warm fuzzy looking at the pictures of it then the E-brock) and finally the e-brock.
My instinct probably ranks them in reverse order, I’m not sure for any real reason… Weiand first (probably because it’s a square bore, I don’t see how an adaptor plate like we’re talking about will get even fuel distribution spraying into a spread bore), Professional products second (not sure why, I just get more of a warm fuzzy looking at the pictures of it then the E-brock) and finally the e-brock.
#15
Originally Posted by Fast355
The Weiand 7546 X-Celerator with an advertised power band of 1,500-6,000.
The spacer was the holley projection adapter with 2" holes seen in the above pictures.
The spacer was the holley projection adapter with 2" holes seen in the above pictures.
#16
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Car: 1991 Camaro RS
Engine: GMPP 350 HO w/TBI
Transmission: 700R-4
Axle/Gears: 10-bolt w/3.73s
you can take a look at my site in my signature below. i have done some pretty extensive (i mean expensive) TBI mods to a vortec headed engine.
-brian
-brian
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