Don,
Sorry to hear that you are really retired. We have lost a true talent. The
5/7 thing is of
great interest to me. I have a couple of friends who race Chevys like
myself
that have
tried the reverse grind cams, and neither of them saw any results on the
dyno. They
did see a difference in the data acquisition, i.e. more even cylinder
temps,
and were
able to go back to 4 square jetting. Which in theory should give you a
smoother running
motor. Who the heck knows? Not me.
I love the Dominator with the intermediate jetting. I even put one on my
race car. Lets
it come up on the converter without ever stumbling. When I stage, I like
to
bring the
RPM's up to about 2500 and hold it until the bulb comes on, then drop the
hammer and
take it all the way up on the converter. The intermediate jetting helps an
old man be smooth.
Guys, don't flame me because I race a chevy. All my hot rods are Mopars.
Earl
Well thanks for thinking of me Earl but I am retired for good now. What is
nice about the OR build is it can be built successfully by any shop
willing
to follow the specs.
Re the intakes. I am a big fan of both the Holley Street Domniator (which
I
used on the lemans project engine 400 cu inch for the Nascar Returns to
Lemans practice car) It is an exceptional manifold and was for many years
my
absolute favorite single four for 440s. The RPM plus is a dual plane but
it
doesnt know it. It works very well and is fat on power all the way up.
A dual plane has an interesting thing we dont always appreciate. When we
run
a single plane we have a double gulp on the drivers side rear corner of
the
manifold as 5 and 7 fire in sequence (so they intake in sequence too) This
is like trying to sing too long without taking a breath and at extreme
performance levels can be disruptive if the demands are high enough. The
cam
companies make a swapped firing order cam for the chevies but despite me
asking as early as 1990 none is yet made for our motors HOWEVER, when we
use
a dual plane 5 and 7 are no longer ingesting from the same carb barrel.
Not
the be all end all but certainly something to think about. I do know that
Edelbrock put a huge amount of effort into the Rpm plus intake. It shiows
up
on the dyno able to run right with the single planes and hardly any
difference only a few percent which could even be a weather change thing
if
dyno was not run on the same day back to back. Air presssure and density
aka
God's Supercharger, can make a huge difference. If dyno charts are
corrected
that is less of a problem but I am from Missouri. (NOt really but ya know
what I mean)Ya gotta show me!
Which manifold? Both are exceptional. Choose the one you have an a leaning
towards
Don
Author of
Return to Deutschland (True Adventure)
Old Reliable (Mopar)
http://altonapublicschool.faithweb.com/
http://seniordragster.bravehost.com/index.html
[Non-text portions of this message have been removed]
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Please address private mail -- mail of interest to only one person --
directly to that person. I.e., send parts/car transactions and
negotiations as well as other personal messages only to the intended
recipient, not to the Clubhouse public address. This practice will protect
your privacy, reduce the total volume of mail and fine tune the content
signal to Mopar topic. Thanks!
'62 to '65 Mopar Clubhouse Discussion Guidelines:
http://www.1962to1965mopar.ornocar.org/mletiq.html.
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