| Rob, that intake is supposed to make great bottom end torque. The idea
is that the long, small 'primary' runners will have excellent air/fuel
velocity at low rpms. This helps stuff the mixture into the cylinders.
As the secondaries kick in, the larger runners also come into play to
let the engine really breathe at higher rpms. It's supposed to give you
the best of both worlds, with a broader torque band.
The dual port manifold was supposed to be the hot ticket for trucks and
heavy cars, due to the low end torque boost. I would suspect though
that it doesn't flow as well at high rpms as the Performer due to the
loss of cross sectional area induced by the divider.
You'll have to make the final decision, depending on how you plan to
drive the car. The dual port will probably be fine in daily driving.
The Performer will probably do best at the drag strip. A heavier car
will probably let the dual port really shine. Decision time... ;-)
Harry
|
|
.1 is correct. I found this Offy in an old PAWS catalog, and I believe
I'll pick it up tonite. I'll be using it in daily driving, and the
car weighs in at 3300, dry. There are two models, a 6007-DP for
std. 4-bbl, and the 6008-DP for the Qjet spreadbore. Hopefully
this one is a 6007.
The Offy selection chart in PAWS shows the dual-port as having "max
torque' beginning at 2000 RPMs, ending at 5500 RPMs, with "Max
working horsepower" beginning at 500 RPMs, ending at 5500 RPMs,
with a 600 CFM carb.
This is a wild looking intake, all blocky looking, quite unlike the
'spidery' look that we typically see in an intake. This is because of
the port sizes involved. Also, an added benefit is that the
secondaries are insulated from heat by the primaries, so secondary
air is cool and dense. And supposedly, if the hype is correct,
the secondary mix is "shoved" past the intake valves by the
velocity of the already moving primary mix.
New in 1982, this intake listed at $149.00 then. I think I'll get
it now.
Thanks,
Rob
|