CamaroX84

Setup is in the sig. I just swapped over to the Victor Jr. (CNC ported version), and overall the car just doesn't feel as fast. Is my cam too small for this intake? Should I swap back to the Performer RPM Air-Gap? Cam specs:

Comp XR282HR (# 08-432-8)
282/288 adv. dur
230/236 dur @ .050
.510/.520 lift

Thanks in advance.

RB83L69

Probably....

That cam and those heads are done by the time you reach the RPM range where that intake would start making an improvement.

I think the Air Gap is probably near the best match for the rest of that combo.

You might want to try putting some decent valve springs on those heads if you haven't already, and get rid of the crap AFR put on them (K-Motion or some such) before you give up on the Vic Jr. though. You might get enough more RPM out of it that the intake will help.

CamaroX84

Do you mention to swap the valve springs because of valve float? If so, I do have the hydra-rev kit on there if it makes a difference. Thanks.

RB83L69

THe Hydra-Rev kit will not keep the valves from bouncing off the seat.... a much more common form of float than the valve train being "tossed" into space (which is what the Hydra-Rev is designed to help with).

Numerous people have had bad experiences with the cheap springs AFR uses. You may be about to add yourself to that list.

F-BIRD'88

You'll need the top end of a bigger cam to see the benefit
of the higher airflow of the Vic JR over the RPM intake.

A solid roller with 255/265@.050 and .630"+ lift would be a match.
The motor would also want more RPM, compression, free'er breathing exhaust. and a higher stall.

The RPM is a very strong mid range intake, with decent top end.
It is a good match to your present cam.
It's that strong midrange that makes the car feel fast.

onebadwagon

k motion happen to be very good springs. friends of mine run 5's in the eighth with them.


adam

ronterry

I felt some good improvement with my Victor Jr. above 3600 or so rpms.
I have some so-so heads (Performer RPM 64cc), & XE284 cam.

I built this engine to hover in the 3000+rpms range. For the streets -- forget it. It's a dog till you get to 3500rpms.

I also had to play some carb tricks to get it friendly below 3500rpms. With crap for vacuum (5" -> mostly altitude related), it really was a pain to get the mains online without leaning out on part throttle cruise. Not to mention the crap load of fuel I need to dump in via the accelerator pumps to get it going. Non of these problems where present with the dual plane rpm manifold.

Ron