Hey guys,

I've got a 86 C10 with a GM 383 with vortec heads. It has a edelbrock TBI to MPFI conversion on it now either 3505 or 3506 I can't tell which. The intake is pretty restrictive looking as is the gutted TBI throttle body.

I want to do this as nice as we can so we are doing a EFIconnections 24x swap and a custom truck cam from comp cams. Torque, driveablity, and power are all key and we want the best period.

I'm thinking hard about the Pro-Flo XT since we will need a new fuel rail, throttle body and a intake for vortec heads.

Has anyone seen these intakes compared with anything else on a dyno?

Thanks

 

See the other XT threads for some thoughts on the intake.

As for comparisons, there is limited information on the XT out there:

1) ProFlo XT vs RPM AirGap
XT: +19HP, -5TQ
http://www.hotrod.com/techarticles/e...t_efi_install/

2) ProFlo XT vs SuperRam (Ported base 1205)
XT: +20rwhp, -13rwtq
http://www.vetteweb.com/tech/vemp_10...e/viewall.html

3) Single Plane EFI (Holley) vs Aftermarket HiFlo TPI vs RamJet vs HSR (RamJet and HSR are similar to ProFlo XT)
http://www.highperformancepontiac.co...e/viewall.html

4) SuperRod TPI Shootout
https://www.thirdgen.org/forums/tpi/...feb-super.html
Stock TPI (410hp, 500lb-ft)
Edelbrock High-Flo (431hp, 501lb-ft)
Extrude Hone base & LTR (451hp, 534lb-ft)
TPIS Big Mouth System (460hp, 534lb-ft)
ASM Siamesed Runners (464hp, 510lb-ft)
SLP T-Ram (466hp, 495lb-ft)
Accel SR (480hp, 506lb-ft)
Holley single plane (493hp, 480lb-ft)
HSR (501hp, 493lb-ft)
MR (505hp, 471lb-ft)

 

A few people have been disappointed with the casting quality of the Pro Flow XT. I don't have any personal experience though.

 

#4. I wish they ran the Edel EFI Vic JR !

 

I agree, I would like to see the edelbrock victor efi though iirc, the victor efi is not a vic Jr and is advertised for 3-8k rpm and larger cube motors. I doubt it would trump the HSR except in horsepower on the top end where most probably wouldn't be using it. Still would like to see it though. (would like to see a converted vic Jr more though!)

 

You are correct ! I forgot it comes only in a V. No JR for EFI version.

Do you think the Holley above is more similar to a JR than a standard V? I am contemplating a port fuel conversion in Spring 2014. With Vette hood I can clear a single plane with a 4 barrel TB but not a HSR unless it is modified as member SLR has done but dont care to do that.

 

I'm not sure how the rest of the power band looked but a Vic E EFI at 1205 port I believe vs a 1204 miniram, the Vic E killed it on the top end on my friends 406. Up 20+ hp at the tires on a 500+whp machine. Car ran 10.65 at 130 with miniram and 10.41 at 132 with single plane vic.

 

Orr, I believe it. What rpm was he turning? Wherever I read it, it was talking about 400+ cid motors. The mr has good flow but if you can get similar flow with longer runners than 3.5" it would be preferred for most, I would think.

Ronny, I hear ya. I have the proflo xt on my vette. Part of the appeal is the fuel rails and tb should swap onto an efi single plane with one of those edelbrock elbows.

As for the Holley intake, in the superrod thread linked above claims it isn't very good, I do know that it is shorter than the victor efi for us hood clearance challenged folks. I don't know, I do know there have been really nice results with converted vic Jr intakes over on corvetteforum. I've never used an efi single plane though so I wouldn't feel qualified to pass judgment.

If the victor efi comes in a 1205 that would be appealing, it does seem like the tunnel ram will make more torque.

 

My vic was not quite 1205. Same as my HSR, it was not quite 1205 out the box. I had to port match all my intakes.

But that 400 was turning 6200-6400 ish rpm hp peaks. It makes alot of power for the rpm.

If you can get alittle longer runner that still has flow, that is definately preferred. The intake tunes for a certain rpm range and you get much better harmonic wave tuning effects if you size the runners correctly. Length is the main measurement to be concerned with. Look at 1989GTATransAm's long tube TPI runner project. It works.

I plan to dyno my 401 all motor this spring when its all done. Not sure if I'm gonna put on basic shorty headers and dyno thru that or dyno thru the header tubes and an open turbine housing, or fab a bypass tube. We shall see. Should be interesting to see what a big head/low comp, decent cam, single plane motor will do

But I have had no complaints with the single plane's driveability on the old setup. I never turned over 6200 rpm, mostly shifted at 6, and that single plane felt fine. Suppose to be good to 8K rpm, my motor was soo mild in comparision yet it all worked well.

 

Orr, do you have specs and dyno results of an NA build using that Vic EFI?

I'd be very interested in trying to model it in DD2003. There really aren't that many options for intakes so I usually tune it in with CFM and a few other parameters to duplicate reliable real world results. If not, I'll have to wait till the all motor 401 dyno then.

 

I'll look around but off the top of my head I havent seen any other dyno other than my buddy's 406 with ported AFR heads (208cc - 310cfm) and Harold Brookshire solid roller around 248/252 I believe, mid .600's lift. Victor E EFI. Think its 1205 port. 521whp all motor around 6100 rpm or so. Its a beast. T56 manual so figure 15% loss. 612 hp on motor. Pump gas.

Technically the VIC E would be like a super Victor I think and seen alot of dyno results with those intakes on carb motors. EFI should be close to same performance if done right. Super victor properly ported is a 700+hp intake.

 

That is a damn strong motor. Keep me posted (if you don't mind, send me a PM if you don't see me on here) on your motor both NA and FI. I really am excited to see it.

I played around with desktop dyno 2003 and my combo a little bit last night. The intake options are pretty much limited to "intake types" but my engine models about perfectly with the XT as a "std tunnel ram" right now. When I plug in either a std flow or high flow single plane version neither out performs it. Now compared to the selection of sequential efi (lt1/mr) or tpi it defintely outperforms. Caveats of course being, this was my motor and airflow is limited to 660cfm through the decreened MAF and peak HP is 6000rpm if a bigger cam and peak at say 7k was modeled I would bet the high-flow single plane would pick up. (Going to 1000cfm is only worth 10-15hp anyway.)


Ronny, keep us posted which way you go. The Victor is appealing, I just don't know what to expect from it.