Longer runners means takes longer for resonances to get back to the valve, which means needs more time in between strokes, so lower rpm. Now, there is a case to be made for the intake direction matching the port direction and the intakes having big cross sections most of the time, which can pick up power everywhere if the heads and cams support it.

@@noncog1 short runners with big volume to length ratios were still kinda new back then. there's dozens of super victor type manifolds now, companies that make sheet metal deals, etc. for the regular guy in 1983 you could get like a tarantula or strip dominator but tunnel rams were everywhere if you wanted a little more to a point.

@anthonyrowland9072 that's kinda what I was saying, the tunnel rams were the big cross section intakes back then. Even if they were long, they still were the big boys as far as cross section went.

Lol bought the bs did ya !!! Theyre Torque Boxs bro !!! Stood up cross rams .!!! And once you find the right plenum for your combo NOTHING OUT TORQUES THEM !!! HP is a mathematical formula TORQUE IS MEASURED . The exhaust side tunes the torque curve , i.e. VE , up or down opposite of intake runners length . Tune them apart !!!

If you like a tunnel rams with custom fabricated carburetor linkages made with $20 worth of material from Lowes then I have a very bad video just for you.

Just missed the mark

This is an edited down version of the video. The full version is on motor trend

@@vintagetractorsaustralia gotcha, I'm not making the mistake of subscribing to that again!

They gave you just the tip

​​@@Nitrohog2006I'd love to be able to, but not allowed outside the US. Mind you, no Dirt Every Day, no Racing Line, no Mike Finnegan and Steve being really sick, there's probably not a lot of content left on there.

​@@1one3_RacingWhich Steve is sick? Whats wrong?

@@bigboreracing356 so are electric fuel pumps

@@poortouringhotwiregarage5617 Yes. Thats why I have a spare. Lol

@@bigboreracing356 haha, right!? 👍

Would you say you’re a BBC aficionado?

@@GTFour nope, more into small blocks. Less weight, tons of cheap parts & better mpg

Work with what you got! I've done a stock bore/stroke 302, re-bearinged and re-ringed with a mechanical flat-tappet cam and GT40P heads with a decent home-port and some new valves. Should make in the neighborhood of 400hp naturally aspirated and be a really nice street engine in a light, fun car. Cost me less than 20% of the block price of that engine, too.

They regularly do top fuel stuff so I'd guess in the 4500 range

You don't dyno top fuel engines...they last about 4 seconds. And are now(I hear) about 11000 hp. That number might be from strain gauges on the car..driveshaft or engine mounts or something to take a force measurement, which can give you torque which, with rpm, gives hp. I guess it is a dyno of sorts.

Finnegan?

No more Faster with Finnegan, we now have Faster with Joe Blow !

Intake pulse resonance. To be honest, for some people this is a pretty deep dive, but I'll explain briefly for those that can pick it up easily. When the cylinder is sucking in air, all the air in the port, runner, and plenum are flowing in that direction, and have inertia. When that intake valve snaps closed that air that was flowing as quick as it could hits a wall, and for a second it's inertia compresses it against the back of the valve. This turns into a pressure wave that then runs back up the port and runner until it hits the less restricted volume of the plenum and bounces back yet again, heading back towards the valve. Ideally, you get this pressure wave hitting the back of the valve as it's opening, so that the air is flowing into the cylinder before it even starts creating a pull, or at least sometime when the valve is open, slightly reducing pumping losses and slightly increasing cylinder filling, both leading to more power. The the pressure wave always moves at the speed of sound, so the longer the runner is, the longer it takes to flow all the way up the port and runner then all the way back down, so the engine needs to be turning slower for the timing to be right. Shorter runners mean the engine needs to be turning faster, to slow and the wave will hit rhe valve again and start heading back up a second time before the valve opens. The more cycles of bouncing between valve openings the less effective this is. Once you get to a length beyond the impact of resonance, another factor (that's been there the whole time but not enough to matter) starts to have an impact. The longer the port and runner, the more the air will want to slow down as it rubs against the walls of the tight space. Think drinking a milkshake through an extra long straw instead of a regular one. Eventually the air has to be moving really fast to fill the cylinder in the short time the valve is open, and the long runner just chokes the airflow too much for it to be able to keep up. Pumping losses go up, cylinder filling goes down, and power goes away.

Btw, the same principles apply to the headers for exhaust gas scavenging, which is why primary tube and collector length matter, and why in this episode to headers with the shorter primaries and collector (but same diameter for both) made less power down low but more up high. You aren't actually changing peak pumping efficiency (and therefore torque), just moving what rpm it happens at. This concept is called exhaust pulse scavenging, but it interacts more between cylinders, which is why the collector is so important, you want your pulses, but you also want the pulse from one cylinder to pull air through the collector as the next pulse is entering its primary, the first pulse gets the air moving down the line, and creates a low pressure wave behind it that helps put the next cylinders pulse out with it, decreasing pumping losses, and getting more exhaust out of the cylinder, which means it will pull in more fresh air next intake stroke.

It's not so much about where peak power is located, it's more about having the power curve stay flat and roll over gently past peak power because you don't shift right at peak power, you would shift at like 400 rpm past peak power.

@hughmongous5089 what matters is area under the curve and amplitude of the curve. You can always just shift sooner.

@@noncog1 thing is for a racing application it's favorable to have around 400 rpm of a flat power curve past peak power so that you can use the rpm range where the curve is near peak power, hits peak power and then stays flat afterwards. Again just to reiterate this is more about the shape of the curve itself, not where in the rpm range peak power is located.

Not to mention, keep your ford ALL FORD!

Bob Glidden 1980 season 8.40 last race and wins

Drag coefficient is not affected by frontal area. Drag is.

Do channel tunnel ramps work even better? At least they cost a lot.

@@bigboreracing356 i think @joe-hp4nk is mocking the bruhaha over this controversy a few months ago.

@@johnbecay6887 Lol. Whoever started that controversy needs mocked.

Tell that to David Visard.@@bigboreracing356

WIth domed pistons? WHo told you this

probably reads uncle tony @@bigboreracing356

Yep, if peak power and torque are both higher just regear and shift sooner

Came here to say this. Fully agree. I'd be super excited gaining that power

No, you want to be in high gear as soon as possible, drag cars spend as much as the last 500 feet past peak HP. If you just barely touch peak HP at the finish line you are leaving lots of ET off the table.

You also misunderstand what HP is. HP is simply torque x RPM divided by 5252. This means if you are pushing more RPM and your HP is dropping off your torque is really dropping off. But in a drag car you will ET faster gearing the car to get moving as quickly as possible, the first 60 feet and even 330 feet are super important for ET.

@@TL-angzarr horsepower was a way for companies to market the abstract concept of an engines ability to do work. In a time when a horse did the work. Horsepower at low rpm is exponentially more power than horsepower at high rpm