I have been going over a vast amount of information lately regarding the topic of going forced induction. Wading through compression ratios, boost pressures, intercooling, fueling, camshaft selection, ignition retard, etc. can be a little exhausting. Here is a quick rundown of my current setup so everyone knows what we are starting with...

383 stroker-4 bolt main production 350 block bored .030 over, forged Eagle crank, forged Eagle SIR 6.0 in rods, Mahle forged pistons (not sure if 2618 or 4032). Pistons are .005 in the hole. AFR 195 street heads (pre 2010) #1038 with 75cc chambers. Camshaft is a Comp cams 12-433-8 which is going to get swapped out with a Steve Morris custom grind at a later date. Overall compression is somewhere around 9.5:1 and it made 420HP and 430TQ to the rear wheels.

Let me start off by saying that I am partial to Edelbrock manifolds, hence why I am doing this comparison/shootout. I understand now that a single plane manifold will allow for better fuel distribution under boost which helps with even power production as well as keeping the tune relatively consistent.

I plan on using an ATI Procharger D1SC and I will be shooting for 15lbs maximum with an intercooler. I will also be using a blow through carburetor with a rising rate, boost referenced fuel pressure regulator.

Now let's get into the numbers, shall we?

The AFR heads that I have on the car now have an intake port dimension of 2.110 x 1.265.
AFR recommends using a Fel-Pro 1205 intake gasket whose dimensions are 2.090 x 1.280.
As you can see, the gasket is a tad bit too small height wise and will block a small portion of the intake port. If I were to use a Fel-Pro gasket 1206 that's 2.210 x 1.310 which allows for some 'wiggle room'.

The intakes that I am contemplating are..
The Victor Jr. #2975
The Victor Jr. CNC ported version #2900
The Super Victor 23 degree #2925 and
The Super Victor 23 degree CNC #2825

All of these intakes recommend a 1206 intake gasket. In my mind, I would think that the best thing to do would be to choose the intake with the closest port dimension to the AFR head intake port. My thought is that you would get maximum flow with minimal turbulence (which I understand isn't necessarily a bad thing). On a side note, I have come across a few different articles that outlined the fact that airflow, more precisely air speed, through an intake port is highest at the top most portion of the port itself. Would it be safe to surmise that this phenomenon is the reason why raised runner heads and heads with 18 degree valve angles tend to make more power as they are capitalizing on this increase in port flow???

Looking at the intake port size on these manifolds, they are...

Victor Jr. is 1.90 x 1.10
Victor Jr CNC is 2.07 x 1.26
Super Victor is 2.00 x 1.20
Super Victor CNC is 2.21 x 1.31

Based on those port dimensions, the Super Victor CNC has the EXACT same port dimension size as the Fel-Pro 1206 gasket but is larger than the AFR head intake port. The Victor Jr CNC on the other hand, seems to me to be a better fit overall with the intake port. So, here are a few questions...

1. If I went with the Super Victor CNC, would the venturi effect be taken into consideration? Under any kind of boost the air stream travelling down the port would come to a restriction, i.e. the intake port, and then the air/fuel mixture should theoretically speed up. I am not sure this matters so much insofar that the supercharger will be cramming more air in the combustion chamber anyway, but it might be something to consider. This intake is like $700 and I am not sure that I have the cubic inches, nor will I be spinning the engine the rpm's required to make full use of this manifold. Thoughts?

2. During light throttle takeoff and while cruising, I don't think that the engine will be under much (if at all) boost. If that is the case, do you think that running a larger plenum volume intake such as either of the Super Victors might actually hurt part throttle tip in and/or driveability?

3. 4 corner cooling. I currently have an RPM Air Gap manifold on the car now and I am using the 4 corner cooling setup. I do live in FL and it gets quite hot down here, so I ran it in an attempt to promote some measure of additional coolant flow to the rear cylinders so the coolant doesn't stagnate back there. The Super Victor series has provisions to allow for 4 corner cooling whereas the Victor Jr. series does not. Now, I have not done any conclusive testing on whether or not plumbing coolant to the rear of the intake does actually help anything. It was an old hot rodder trick from back in the 60's. I have read some articles and posts that if you really wanted to cool off the heads you would plumb lines into the water jacket of the cylinder head itself between cylinders 3&5 and 4&6. I am NOT doing that. Regardless, you don't think that it should be a deal breaker, right?

Thanks for taking the time to read this, and hopefully, post a response. If there is anything that I missed or overlooked, please let me know. I would rather measure twice and cut once if you know what I mean!