Trouble is each engine is different, and these vids can help get in the ballpark, but to maximize YOUR COMBO, you'd have to test it, and without back to back drag strip runs or a chassis Dyno you can easily cost yourself power. What I'm saying is you can't get their results and have it be optimized unless you do the same tuning/testing. Go out and buy a carb spacer thinking it's going to add 10 hp, and in your combo it could cost you 14 hp until you optimize your engines air fuel ratio, timing, etc. And keep in mind these are wot tests with very low coolant temps that are precisely controlled. In your car at operating temp with full exhaust, stock stall converter etc it will most likely behave very different due to the way the engine is loaded on the Dyno vs your car/truck. So don't rush out and buy a four hole spacer thinking you'll gain power and acceleration. The difference between a good engine and a GREAT ENGINE.. is this kind of testing, gathering data, and optimizing the car.

@@b.c4066 so good to see someone say exactly what i say! Lol! Ive been at the track and heard the argument that “this spacer added 20hp for my 440, it’ll add 20hp toy your 5.0” I’m like “ummm, that’s necessarily true…”. And the fight is on!

@@heathermiller2917 spent years reading forums, where guys are asking what timing, what jetting. Blah blah blah, put in the work, pay for Dyno time, gather data, learn to read plugs and they'd realize how absurd it is to ask for info like that, even if building a damn near identical engine, sure you can offer a ballpark suggestion, but ultimately THEIR combo will want what it wants. It amazes me that kind of mentality is still alive in this day and age.

I'm not even a dodge guy but I do too! Gives some options for guys who want to do something other than an LS in a classic Mopar without spending lots of money

Yeah I have a Durango and been looking into building a new 5.9 magn

SHOULD I GIVE HER A SHOUT OUT-WILL IT HELP YOUR PARTS BUDGET?

Love mine on my Ramcharger. Thing runs so good I’m hesitant to put efi on it.

@@blueduster74 Another year later.... No Change on the manifolds. Ma Mopar's last two owner groups come from non-hot rodding cultures. Ramcharger's are always fun.

-Side note. You are such a hype man. Got me "wooooooooooo'ing" for a Dodge Magnum lol

My thought exactly.

BTW I'm about to flash up a fresh rebuilt 383 and tuned my edelbrock a little rich on the single plane intake, so your video is making me think that was a good choice in calibration of the jets and rods.

carb isolators do very little (other than act as spacers), which can change power (from a chnage in carb signal) depending on the intake used. the change is not from temperature

That's what they do. More signal at the carb, better it pulls fuel=more torque.

@@jrdmotorsports9718 They also split the carb in half only letting each individual cylinder see half the CFM it would see.This can be good or bad depending on the specific application. I tried a 4 hole spacer on my solid lift 235 HP 273 thinking I'd gain some much needed torque to get through the low RPM bog of my 2.76 gears and it did help a little bit down low, but it hurt so bad up top that I swapped back to open after one drive. Funny how some engines completely defy your expectations.

@@Impactjunky It's ALL application specific. They are tuning aids. The magic isn't from the spacer, but what the spacer is doing for the combination, and how it is affecting the manifold. Put a 1" open on the manifold, and put the 1" 4 hole on top of it. Watch what happens.

@@jrdmotorsports9718 I've heard a 4 hole on top of an open spacer makes really good power, seems like we may have been reading the same article or at least a similar one. I wish I still had that little 273 around to experiment with but I tossed it out for a cammed, carb swapped 6000 RPM 5.9 Magnum years ago. Getting ready to see if the Magnum likes a 4 hole tapered spacer as a compromise for a 4 hole on top of an open because my velocity stack/air cleaner combo doesn't offer me any extra hood clearance.

@@Impactjunky It's not from any article bud, 35 years in the business, and have tested my fair share... on the dyno, and on the track. Back when HVHs weren't even around I used to make my own spacers, and combined different styles. I know what they do and why. In your application, feeling it lose top end says it needs plenum volume, hence why the open works. Putting a 4 hole on that will help bottom end without sacrificing top end. The reason why you lost top end with just a 4 hole, is due to the plenum volume being too small. All they do is help tune a manifold.

IT DOES NOT LIKE THAT

It should have made the most power with the leaner A/F ratio. But it was leaner because it had a weaker signal. Richening it up with the open spacer would have made even less power.

@@1967davethewave Exactly right. Fattening up the AFR might pick up a little torque, but you would lose power.

@@1967davethewave not necessarily, I seen too lean low rpm get rich and make 35 lbft of torque 2700 - 3700, this happened when using a spread bore carb and adding an air cleaner with a short spacer between base and top of carb

Open space on a dual plane defeats the purpose of a dual plane. You just compromise the purpose of the dual plane in using the open spacer.

@@erikturner5073 shallow spacer has benefits , can help idle circuit with some carburetors, there can also be benefits of a spacer between carb and filter base ,

I run Qjets on my mopar. Runs great.

@@johncholmes643 Other than the pump not keeping up into 2nd gear, the 340 really seems to like it. Runs better and makes more power than the Holleys I tried, but also my Holleys are almost all 850 double pumpers set up for 455 Pontiacs. Kinda big for a 340.

UTAwesome performances has done some of this. They have a 'Tech' page.

@@davej3487 yeah been there, read all about it, bought a set a while back. I know Marty has put a ton of research into them but i'm wanting to see Richard test them.

BIG HEAD MILD CAM IS LS

DON'T THINK THEY WOULD BE HAPPY TOGETHER