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Original Message
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| RE: Edelbrock/Heat Crossover |
| By Mike McQuesten - 05/02/2002 4:41:52 PM; IP 206.193.0.120 |
I generally agree with most if not all of Shoe's recommendations and advice. So all I'm adding here is just a bit of personal experience with an Edelbrock Performer. It's a little counter to what you're saying but I don't think you'll mind.
On a 428 Cobra Jet with the correct heads, C8OE-N, I ran four intakes. First, a C7AE aluminum PI intake. It worked very well with three different carbs, the original 735 Holley; a '62 Merc 1.12 Autolite (jetted up a little); and thanks to a friend I even ran an 830 CFM Double Pumper. A note: the double pumper felt good and sounded good but it didn't perform any better than the 735. And the Autolite 1.12 (as has been shown, they're not a full 600 CFM) worked about as well as the 735! All of this is in relation to actual on the strip ETs & MPH.
Then I switched to an old '60s era dual four Offy with two Edelbrock 500 CFMs. Just for fun is why. It looked cool. It worked nicely but no better than the PI & the variety of carbs I had used. I ran the two E-brocks in progression and simultaneously. It didn't make a bit of difference. No bog. No problems. Sucked a lot of fuel and it just didn't turn a better ET/MPH. So off it came and back to the owner.
So now what? Why not try the Edelbrock '70s era Streetmaster. I'd had it awhile. Had not ever used it. It was port matched to the CJ intake runners and all the necessary work was done as per Edelbrock's instructions. Turned out to be a bad deal. I've told the story before so let it suffice to say that it leaked coolant(on the maiden run with pure water only) at #1 intake port. Ugly internal mess. Off it came and a lot of time spent cleaning things up. So....
There was no RPM available yet. I was planning on "de-tuning" the CJ a bit anyway in order to install it in my '68 F100/C-6. The Performer seemed a reasonable available choice for my intentions of utility pick up use. I also decided it was time to pull the 3rd cam I tried, a Schneider solid lifter grind with something in the 230's @ .050. It was a great cam. The best of the three to that point. My new cam was the one offered from Ford Motorsports and I think still is? I can't remember the specs off the top of my head but it was close to the original C6OZ-B GT/PI/CJ cam. I thought this would be a good all around mild stump puller.
How'd it go? Fabulously! This Edelbrock Performer with it's ridiculous appearing runners and that Motorsports cam were perfectly matched. I tested it fully in my '61 Starliner for a few months. I'd never had that much trouble hooking up on the line before. I also switched to the Edelbrock 750 manual choke at this time too. Once I dialed that in with Edelbrock's carb tuning kit and a phone call to Edelbrock, the trio of Motorsports cam, Edelbrock Performer intake and their carb would literally smoke the M&H Street Slicks I commonly used at the strip. My ET/MPH fell back a little. I expected that with the cam change. The Schneider would make horsepower right to 6,000 where the Motorsports cam was done at 5,700. And I was running the same gear ratio by this time, 3.50. My standard ETs/MPH had been high 13's/100-102 mph. With E-brock intake/carb & M-sports cam, 14.0-14.1/98-99 mph. And it now idled like a 390GT. Very smoothly at 550-600 rpm.
So I think Edelbrock did some dyno research in designing those runners/ports. Look at a stock, un port matched PI intake. I don't remember there being that much difference. It seems the smaller intake port in conjunction with the tall port heads works pretty darn well for street utility usage.
Also, about blocking heat crossover passages. I agree with Dave here except why weld them up? There might come a time you want to sell this aluminum intake and there might be a guy who has to drive his/her FE powered vehicle in the cold winter weather. That heat is nice to have to prevent carburetor icing and aide warm up. What I like to do, and it's worked well, is to fill the opening of the heat cross-over passage with about an inch of the good Permatex High Temp red silicone. Just squeeze that tube of good stuff in there and then wipe it off carefully so that you have a nice flat surface on the intake. Let it dry well. The run intake gaskets that like Fel Pros #? that don't offer provision for the cross over. I've found that this Felpro gasket does tend to burn through from the intense heat coming from that head but the high temp silicone keeps it from flowing through thus keeping the intake cooler. Again, it has worked for me a few times and that way I haven't modified an aluminum intake thus maintaining higher future value.
Although, I've found that many old Ford PI intakes have rotted out heat chambers hidden under the oil splash pan. In this case, I've had that chamber cut away leaving just the bosses for the oil splash pan to be reinstalled. Plus I have the cross over head surface hole welded shut and surfaced smooth. No longer is the old PI a good cold climate intake but it's still very usable. Also kind of a good negotiating point at the swap meet when you find a C6AE/C7AE PI intake....."mind if I remove that pan sir? Oh my gosh look at this........" "Hmmm, how much you say you wanted?" |
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This thread, so far...
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