The plates are CNC cut and bent to install in the front and rear of the of the kegger intake manifold. Installation requires a clean, repeat-clean intake manifold. The measured numbers that day showed even higher than that with 404 torque, but for the graph, we will take it! Currently I am installing VRP plates in my ported 18" 239 cfm kegger and will head back to the dyno to see what gains on a smooth large port will show. Simply letting the engine cool down from the dyno testing on the Mustang Dyno moved it up even further.Ģ96 rear wheel horsepower and 397 foot lbs of torque on a relatively small profile street camshaft. almost 30 foot lbs of torque at the rear tires on a non ported VRP Kegger. Throttle response was much quicker and the camshaft that was pulling 9" of vac at idle was now seeing 10-11" The first pull seen above was 283 horsepower and 381 foot lbs of torque. The next dyno is the VRP plates installed in a stock 18" runner that has not been ported and you can see that even with the runners only flowing 175 cfm, the increase in velocity was amazing. A nice slight gain above what the heads can pull. In this case my heads flowed 210 cfm That puts my portwork at 239 cfm. So to convert, you simply multiply your number by 1.180. Our flowbench up here at 5000 feet in altitude will not pull 28" as most sea level shops use.
At 0.450" of lift my stock cracked Magnum heads flowed 176-178 CFM 20". So what that told us was that my head CFM was maxed out. It logged in at 296 horsepower and 354 torque. For now, lets get to the testing of these plates before and after their installation inside the kegger.Īs you can see, the ported 18" Runner really made no difference by itself.
Tapering is also a plus on the inlets, but we can get into that later.
Keeping your port CFM in the intake manifold closer above the max CFM you will be using in the heads, is desired on a longer runner. Now, if your heads flow 215 cfm, simply bolting on a intake manifold that flows 300 cfm does not keep the velocity high. Further working of the factory intake manifold to the runners will exceed the head cfm requirement. The Magnum was not initially intended for racing or high power as it was a truck motor. The factory intake manifold delivers 175-185 cfm but slowly. The average CFM of magnum heads at 0.450 lift are 210-215cfm at 28". The tuned runners are long and designed to maximize torque. You will not see a new Corvette or Hemi running a short runner manifold. Long intake runners with proper sizing make the best of both worlds. Most have peak torque rpm at 4000 and higher. But at the end of the day, you simply lose torque from idle to 3000 rpm. The Edelbrock AirGap has even been modified to run factory fuel injection with outstanding results. For years, everyone has run the Mopar Performance M-1 in the 2bbl and 4bbl version. They can only use a factory lift proprietary camshaft. Stock eliminator requires stock intake, throttle body and heads. It's no secret stock eliminator Magnum 360's have been making 500+ foot pounds of torque on motor alone. It changes the intake runner length and lengthens it while speeding up the incoming airflow. This is no quick install throttle body spacer gimmick, this is the real deal.
The addition of these CNC 16 gauge aluminum plates reduces the massive volume in the kegger manifold and greatly increases the velocity of the incoming air. Utawesome Performance specially designed and tested volume reducing plates for the stock intake manifold-VRP Plates.