shone190
Active Member
Thanks a lot guys, I'll buy RPM, it is not so expensive, so it will be in my next shopping cart 
Torker II vs Performer RPM on 493 stroker!
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IQ52
Well-Known Member
How much/what is, "way more"? And is this from a personal test or hear-say? Butt dyno, engine/chassis dyno, timed acceleration?
splicer
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shone 190: I have run a Torker on a 505 stroker in a street/strip car and can assure you that it will work just fine behind your engine....you won/t be able to get enough street tire under it to stick.
As others have stated, your engine is a large cube stroker, not a 440...don't waste money on the RPM, it won't do you any good and it's also taller reducing hood clearance. By the way, I tried an RPM so I know what I'm talking about.
Regards
Splicer
As others have stated, your engine is a large cube stroker, not a 440...don't waste money on the RPM, it won't do you any good and it's also taller reducing hood clearance. By the way, I tried an RPM so I know what I'm talking about.
Regards
Splicer
bigmanjbmopar
Newb with a view
Watch this, it's no exact to your situation but you can see kind of what we are talking about with the rpm air gap
https://www.youtube.com/watch?v=i2DvnoHWagk
https://www.youtube.com/watch?v=i2DvnoHWagk
splicer
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There really isn't a "WRONG" choice here unless you're looking for the absolute MAXIMUM Hp regardless of RPM. All manifolds discussed will be perfectly steetable and well mannered AND the 505 will still make tire frying torque. If you're drag racing, the Victor would likely be best....if street only, any of these will work fine.
Splicer
Splicer
bigmanjbmopar
Newb with a view
Also - BUT I think you may be screwed for the 440 air gap rpm I can't find any for sale not sure if it's just me but wtf?
Edelbrock Victor Series Manifolds For B/B Chrysler
CHRYSLER 361-400 V8
VICTOR 383 (3500-7500 RPM)
Now the latest Victor series design is available for competition Chrysler B Series Wedge engines (361-383-400 c.i.d.). The computer-generated runners easily handle the high airflow requirements demanded by large displacement low-deck engines. This extra tall single plane manifold combines a long runner, "line of sight" layout, and extended divider walls to maximize torque, power and fuel distribution throughout the mid and upper rpm range. We've added extra material to the square bore carburetor pad and included the inside bolt pattern so it can be easily opened up for Thermo-Quad applications. Includes nitrous bosses. Match with Edelbrock Performer RPM or Victor aluminum cylinder heads for even higher performance potential. The #7799 valley cover is required when used with Edelbrock Victor series cylinder heads.
Edelbrock Torker & Torker II Series Manifolds For B/B Chrysler
CHRYSLER 361-400 V8
TORKER 383 (2500-6500 RPM)
Designed for 361-383-400 Chrysler V8's that measure 7.75" across block. Great for street high-performance engines operating between 2500 and 6500 rpm where low-end torque is not a requirement.
Edelbrock Victor Series Manifolds For B/B Chrysler
CHRYSLER 361-400 V8
VICTOR 383 (3500-7500 RPM)
Now the latest Victor series design is available for competition Chrysler B Series Wedge engines (361-383-400 c.i.d.). The computer-generated runners easily handle the high airflow requirements demanded by large displacement low-deck engines. This extra tall single plane manifold combines a long runner, "line of sight" layout, and extended divider walls to maximize torque, power and fuel distribution throughout the mid and upper rpm range. We've added extra material to the square bore carburetor pad and included the inside bolt pattern so it can be easily opened up for Thermo-Quad applications. Includes nitrous bosses. Match with Edelbrock Performer RPM or Victor aluminum cylinder heads for even higher performance potential. The #7799 valley cover is required when used with Edelbrock Victor series cylinder heads.
Edelbrock Torker & Torker II Series Manifolds For B/B Chrysler
CHRYSLER 361-400 V8
TORKER 383 (2500-6500 RPM)
Designed for 361-383-400 Chrysler V8's that measure 7.75" across block. Great for street high-performance engines operating between 2500 and 6500 rpm where low-end torque is not a requirement.
splicer
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Please note: There is no RPM Air-Gap manifold available for big block mopar.....Also, video is entertaining, but test engine is a tiny 360 CI. Chevy....totally different ball game....an engine over 140 cubic inches larger behaves vastly different.
Regards
Splicer
Regards
Splicer
Okay, but the real question is; What is the difference in gas mileage????????? lol
splicer
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EXCELLENT POINT......Guess what.....Fuel mileage is gunna suck no matter what.........LOL
Splicer
Splicer
rumblefish360
Well-Known Member
What?!?! Someone is concerned with gas mileage with there big block.
OMG! That's great comedy! I'm telling that one at the dinner table!
OMG! That's great comedy! I'm telling that one at the dinner table!
bigmanjbmopar
Newb with a view
Wonder why they aren't making the RPM air gap for 440's anymore? That makes no sense for edelbrock. why discontinue one of their best sellers? I have to know now!
So I guess unless you can find one from another member or on ebay what does it matter? lmao sorry to say go with the toker then or a different brand altogether what a bummer it truly is a great design and works well.
So I guess unless you can find one from another member or on ebay what does it matter? lmao sorry to say go with the toker then or a different brand altogether what a bummer it truly is a great design and works well.
Because there is know such thing as an air gap on a Mopar seeing how they are air gaps from the factory...........Am I wrong. If you put an Eddie RPM on a Mopar BB it's automatically an Air Gap.
Propwash
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Yes...you are right sir. To the OP....There's a Bazillion articles, threads, Vid's, dyno sheets on Single Plane vs. Dual. Research those for an hour or two and it would become pretty clear real quick which would be more suited for your build & driving style/environment, what ever it may be.
383man
Well-Known Member
There is no air gap intakes for bigblocks as was said. Its just called the performer RPM for bigblocks because of the design of a bigblock their intakes are all air gaps even the factory intakes. If you want to use the RPM just buy the Performer RPM intake. Its called an air gap on the smallblock because the stock smallblock intakes do not have the open area under them like the bigblocks hence stock smallblock intakes are not air gaps so Eddy makes the smallblock Performer RPM into and air gap type of intake as they have the bottom of the intake open so air gets under it. All bigblocks are like that and thats why they do not call the bigblock RPM an air gap.
You guys with the Victor seem to forget he is not racing the car and it you guys seem to contridict yourselfs as some say ......use the Victor as its a stroker and will have enough low end to overcome the single planes less low end. Then some say dont use the Torker II as it has no low end. Well if its a stroker it wont matter as it will have enough low end as some say with a single plane. What ever one thing is for sure is we are confusing the hell out of the poster on this.
Its like this.........yes dual planes usually have stronger low end then single planes and on fairly heavy street cars a dual plane works good for the street. If its not a heavy car and has enough gear and converter and cubes to overcome the low end then a single plane may be best. But all combo's are different and many times you just have to try what you think is best and test it against other intakes. I still say since its a stroker and you are not planning to race it then use the Torker II you have as it is not all that bad of an intake. Yes the RPM should have better low end and if you feel better going with it then buy it if you have the money. The Victor is last one of the 3 we are talking about that I would use here because its not a race car and dont need it as that stroker will have plenty of torque with any one of them intakes. The Victor works best with some rpm in the eng since its more of a race intake. If you have a heavy car with not much gear and converter then I would not waste my money on the Victor since you dont intend to race it anyway. I have seen street/strip combos where the Victor was not the fastest intake on the car.
Myself I dont use a Victor or a single plane on my street/strip 493 as I use the Indy dual plane intake because I drive the street most of the time and my car weighs 3700 lbs. I am very happy how it drives and how it runs at the track. Would it be faster with the Victor or a single plane ?? Well I may try a single plane one day just to see how it does. Also the Victor is kinda tall and I know it wont fit under my hood. Here is the Indy dual plane I use as its kinda like the RPM but with larger volume in the ports. And you can see how its open underneath it so air gets under the intake. Ron
You guys with the Victor seem to forget he is not racing the car and it you guys seem to contridict yourselfs as some say ......use the Victor as its a stroker and will have enough low end to overcome the single planes less low end. Then some say dont use the Torker II as it has no low end. Well if its a stroker it wont matter as it will have enough low end as some say with a single plane. What ever one thing is for sure is we are confusing the hell out of the poster on this.
Its like this.........yes dual planes usually have stronger low end then single planes and on fairly heavy street cars a dual plane works good for the street. If its not a heavy car and has enough gear and converter and cubes to overcome the low end then a single plane may be best. But all combo's are different and many times you just have to try what you think is best and test it against other intakes. I still say since its a stroker and you are not planning to race it then use the Torker II you have as it is not all that bad of an intake. Yes the RPM should have better low end and if you feel better going with it then buy it if you have the money. The Victor is last one of the 3 we are talking about that I would use here because its not a race car and dont need it as that stroker will have plenty of torque with any one of them intakes. The Victor works best with some rpm in the eng since its more of a race intake. If you have a heavy car with not much gear and converter then I would not waste my money on the Victor since you dont intend to race it anyway. I have seen street/strip combos where the Victor was not the fastest intake on the car.
Myself I dont use a Victor or a single plane on my street/strip 493 as I use the Indy dual plane intake because I drive the street most of the time and my car weighs 3700 lbs. I am very happy how it drives and how it runs at the track. Would it be faster with the Victor or a single plane ?? Well I may try a single plane one day just to see how it does. Also the Victor is kinda tall and I know it wont fit under my hood. Here is the Indy dual plane I use as its kinda like the RPM but with larger volume in the ports. And you can see how its open underneath it so air gets under the intake. Ron
bigmanjbmopar
Newb with a view
Man I could have sworn at one time they called the rpm an air gap? I could just be calling it that cuz that'a what it is I guess lol old age lol but the performer rpm is a great choice for a street car.
383man
Well-Known Member
They do call it the RPM airgap on the smallblock but I have never heard the bigblock one called that. Although its easy to think that since they call the smallblock version an airgap. Ron
bigmanjbmopar
Newb with a view
Cool thanks for the edumacation
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