[DeTomaso] Holley Strip vs Street dominator question

[Thomas Borcich]

Doug this is the forum link that had the intake manifold comparisons
http://realbig.com/detomaso/1997-07/140.html

also I pasted the text below from the thread:
gotta love MD's comment about "90's new age techno-BS"
_________________________________________________________________________________________________________________
From: Dennis Antenucci <itbewild at gte.net>

Subject: RE-SEND 351C Intakes Test - reply

Date: Tue, 08 Jul 1997 19:27:06 -0700



Yo People,

Dan asked me to re-post this message for those who missed it and for Dan 

who lost it! See Mike I'm NOW actually helping someone with this 90's new 

age techo-BS. :-] 



D.Jones wrote:

> 

> > Ron Graves just mailed me a copy of a 10/93 Super Ford Magazine article

> > which tested several intakes on a serious high compression stroked 351C.

> > Here's the summary of the best indicating where they made the peak

> > numbers (with a *).  :

> 

> Here's some more detail on the Super Ford article.  I've been keeping

> summaries of Cleveland related magazine articles for a while  now and

> just happenned to have this one handy.

> 

> Later,

> Dan Jones

> 

> Super Ford, October 1993, "Planes of Power"

> -------------------------------------------

> 

>  Intro

>    This article covers a dyno comparison test of several single and dual plane

>    intake manifolds on a drag race 13.7:1 compression ratio 377 cubic inch

>    351C-4V.  Dyno numbers are provided in 250 rpm steps from 2750 to 6750 rpm.     I have reproduced only the peak figures here.

>  Carb

>    Blueprinted Holley 850 CFM double pumper for all intakes except FPP 4146,

>    which used a Holley 1050 CFM Dominator.

>  Intakes

>    Factory Boss 351 aluminum low rise dual plane (D1ZX-9425-DA)

>    Edelbrock Torker low rise single plane

>    Weiand X-celerator low rise single plane

>    Offenhauser Port-o-Sonic single plane

>    Holley Strip Dominator (300-13) high rise single plane

>    FPP 4145 high rise dual plane

>    FPP 4145B high rise dual plane

>    FPP 4146 high rise dual plane

>  Heads

>    DOAE 4V closed chamber with light chamber and port work, 64 CC's

>    2.19"/1.71" FPP stainless steel valves with under cut stems

>    milled for FPP guide plates and screw in studs

>    Boss cast aluminum valve covers

>  Cam and Valvetrain

>    Madden dual pattern roller CT5 cam, 264/270 degrees duration @ 0.050" lift,

>    0.723 inch lift

>    FPP true roller timing chain and gears

>    Smith Brothers custom length push rods

>    Sig Erson E915057 springs and dampers, installed height 1.875" @ 210 lbs

>    open 1.250 @ 510 lbs

>    FPP titanium retainers

>    Crower stainless steel roller rockers

>    Jomar stud girdle

>    Isky lash caps

>    B&B valve covers spacer and studs

>  Block and Reciprocating Assembly

>    377 inch stroker kit (stock 3.5" stroke increased to 3.7", 0.030 overbore)

>    from the Performance Shop, offset ground stock 2.311" rod journals to 2.1"

>    to accomodate 5.7" center-to-center Chevy rods, journals widened to 1.900"

>    inches to accomodate wider rod big ends, rod small ends bushed to Ford

>    0.912" pin diameter, pins are full floating, L2348F TRW pistons with 1.645"

>    compression height resulting in 0.005" deck clearance, Speed Pro plama moly

>    coated rings, dry moly coated pistons

>    Genuine Fisher damper

>    FPP 4 bolt main cap kit on 2 bolt main block (DOAE-J)

>    FPP screw-in freeze plugs

>    FPP main and head stud kit

>    FPP high volume oil pump and shaft

>  Oiling System

>    Boss 351 pan (integral windage tray) on dyno

>    Canton 7 quart in car

>  Exhaust

>    2" primary tube diameter

>  Cooling

>    Weiand aluminum water pump

>  Ignition

>    Stinger ignition with 36 degrees total advance

>    MSD dyno box

> 

>  Boss 351 Aluminum Intake Manifold (D1ZX-9425-DA)

> 

>    RPM  TQ  HP  VE

>    4250 422

>    6250     451

>    6750         104.8

> 

>    On this engine, the factory Boss 351 intake makes over 400 ft-lbs of torque

>    from 3500 to 5000 rpm.  The engine gains 70 ft-lbs from 3000 to 3250 rpm

>    (comes on like a light switch).  The basic differences between factory 351C

>    intakes are in materials (aluminum or cast iron) and carb flange (square or

>    spread bore).

> 

>  Torker 351 low rise single plane

> 

>    RPM  TQ  HP  VE

>    4750 421

>    6750     480 110.5

> 

>    The Torker makes over 400 ft-lbs of torque from 4250 to 6000 rpm.  Low end

>    response is good ("a single plane that thinks it's a dual plane").

> 

>  FPP 4145 dual plane (mfg by Blue Thunder)

> 

>    RPM  TQ  HP  VE

>    3750 425

>    6250     490

>    6750         105.9

> 

>    The best performing dual plane ("a dual plane that thinks it's a single

>    plane"), second only to Holley Strip Dominator in max hp.

> 

>  FPP 4145B dual plane

>    RPM  TQ  HP  VE

>      4750 429

>    6250     471

>    6500         105.1

> 

>    This intake is the same as FPP 4145 except the heat risers are blocked, the

>    plenum divider is cut down one inch and the carb flange enlarged.

>    Performance genrally suffered from these modifications.

> 

>  FPP 4146 dual plane

> 

>    RPM  TQ  HP  VE

>    5000 408

>    6250     462

>    6750          92.2

> 

>    This intake is the same as FPP 4145 except the carb flange is machined for

>    for a Holley Dominator carb (1050 CFM).  Performance took a big hit.

> 

>  Holley Strip Dominator (300-13)

> 

>    RPM  TQ  HP  VE

>    5000 435

>    6250     498 110.6

> 

>    This high rise single plane race intake generated the biggest overall

>    numbers, and generated over 400 ft-lbs of torque from 4250-6250.  This

>    intake is no longer in production.

> 

>  Offenhauser Port-o-Sonic

> 

>    RPM  TQ  HP  VE

>    4500 398

>    6250     441

>    6750         103.9

> 

>    This single plane intake didn't work well with this particular combination,

>    giving up 10 HP to the factory intake and 57 hp to the Holley Strip

>    Dominator.  Offy indicated the would prefer an increase in lobe lift,

>    decrease in rocker arm ratio, and longer duration.

> 

>  Weiand X-Celerator

> 

>    RPM  TQ  HP  VE

>    5250 410

>    5750 410

>    6500     473 107.9

> 

>    This is another single plane that thinks its a dual plane, generating over

>    390 ft-lbs of torque from 3250 to 6250 rpm.

> 

>  Comments

> 

>    I'd like to see a similar test performed on a street oriented, stock

>    displacement, rational compression 351C.  I assume the increased

>    displacement and high compression ratio make the single plane intakes

>    perform better at lower RPM than they would on a stock dislacement

>    engine.  The rule of thumb that single plane intakes are better on the

>    high end and dual planes are better on the low end was not all that

>    valid in this instance.

> 

>    Generally, the high rise manifolds outperformed the low rise rise manifolds.

>    I'd also like to see a comparison trading off height in the intake for

>    height in the air filter (i.e. Does a high rise with 2" tall filter still

>    out-perform a low rise with 3" tall filter?).



==============================================================================




Best regards, 

Tom Borcich 




> From: doug at silicondesigns.com
> To: tborcich at msn.com; detomaso at realbig.com
> Subject: RE: [DeTomaso] Holley Strip vs Street dominator question
> Date: Thu, 26 Mar 2009 09:22:00 -0700
> 
> Tom,
> 
> 	Where did you come up with the 4145 number for the Blue Thunder?  Was this
> a Pantera vendor number?  Blue Thunder has these as part numbers on their
> website:
> 
> www.bluethunderauto.com/id24.html
> 
> Note that they have a Pantera specific manifold listed.
> 
> Doug Braun
> blue 73L #5505
> 
> -----Original Message-----
> From: detomaso-bounces at realbig.com
> [mailto:detomaso-bounces at realbig.com]On Behalf Of Thomas Borcich
> Sent: Wednesday, March 25, 2009 10:07 PM
> To: Pantera REALBIG forum
> Subject: [DeTomaso] Holley Strip vs Street dominator question
> 
> 
> 
> I was looking for a Strip Dominator and switched my preference to the Blue
> Thunder 4145 dual plane manifold.
> The Strip Dominator is out of production and is pretty tough to find and
> will end up costing you USED
> around $500. The Blue Thunder can be found at a few of the Pantera vendors
> new for right at $400 (it was listed on Pantera East)
> Yes the Strip Dominator makes the most horsepower(per a post by on this
> forum from Dan Jones).
> But it doesn't make it max torque until 5000 rpm. There was a test done
> about 10 years ago on a Cleveland (I forget the cubic inches)
> and as I recall the motor had over 12 to 1 compression and all sorts of
> other mods...far from stock but the number were interesting.
> The Blue Thunder makes some very good numbers but shifts the max torque down
> over 1200 rpms. It depends on what you want.
> I will try and find the whole article and copy to the forum...it looked at
> quite a few manifolds.
> 
> The Holley Strip Dominator
> 435 ft lbs of torque at 5000 rpm
> 498 hp at 6250 rpm
> 
> The Blue Thunder 4145 dual plane
> 425 ft lbs of torque at 3750 rpm
> 490 hp at 6250 rpm
> 
> You give up a little on both numbers with the Blue Thunder but it appears to
> be more usable power.
> 
> Best regards,
> 
> Tom Borcich
> 
>