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Direct Port Nitrous Kits and Systems and components are the quickest and easiest way to get large horsepower increases with a minimum of engine modifications and expense. Induction Systems for Building Big-Block Chevy Engines - Covers how to build 396 to 572 ci Chevy Big-Block Engines Step-by-Step.

Induction Systems for Building Big- Block Chevy Engines. There are a variety of induction system options for the big- block Chevy including carburetion, fuel injection, superchargers and turbochargers (which must include either carburetors or fuel injection to mix the air and fuel), plus induction system power adders such as nitrous oxide injection.

The vast majority of OEM big- blocks came with traditional carburetors and intake manifolds, and that is still the most popular and cost- effective choice for feeding your pet Rat motor both on the street and the racetrack, so I’ll start there. This Tech Tip is From the Full Book  “HOW TO BUILD KILLER BIG- BLOCK CHEVY ENGINES“. For a comprehensive guide on this entire subject you can visit this link: SHARE THIS ARTICLE: Please feel free to share this post on Facebook / Twitter / Google+ or any automotive Forums or blogs you read. You can use the social sharing buttons to the left, or copy and paste the website link:  http: //www. Intake Manifolds.

Intake manifolds generally fall into one of two categories, either dual- plane or single- plane design. All big- block Chevy factory intake manifolds were of the dual- plane design, in which the manifold is divided into two separate plenum chambers, each feeding four cylinders. The layout of a dual- plane manifold is such that each intake event alternates drawing air/fuel from the two separate planes following the firing order (1- 8- 4- 3- 6- 5- 7- 2), so cylinders 1, 4, 6, and 7 feed from one plane, and cylinders 8, 3, 5, and 2 are supplied by the other plane. Because the volume of each plane is half as big as with a single- plane manifold, this design is much more responsive to the vacuum signal as each intake valve opens, and dual- plane manifolds provide excellent power and throttle response at low to medium engine speeds. While there are many good induction system options for the big- block Chevy, on the street it’s hard to beat a good single 4- barrel setup like this Edelbrock RPM Air- Gap intake manifold topped with the right carb and a high- flow K& N air cleaner. Dual- plane intake manifolds are a good choice for any street- driven big- block. The Edelbrock Performer 2- O (left) for oval port heads is sized to work well with stock cylinder heads in the idle to 5,5.

Performer RPM (center) is available for oval port or rectangular port Rat motors. It has larger runners and plenum chamber for an operating range of 1,5. The RPM Air- Gap (right) for oval port heads is similar to the Performer RPM, but with elevated runners to let air circulate underneath and cool the intake charge. If you just have to run a Dominator carb on the street, this one made it work. Most street Rats are better off with something like the modern RPM Air- Gap and an 8. It does look impressive, however, and ran pretty well! Edelbrock’s Torker II 2- O is a low- rise single- plane manifold with an operating range of 2,5.

It was engineered low enough to fit under bigblock Corvette hoods. It is for serious 1,0.

Rats, and no, it won’t fit under the hood of your 1. Diploma In Software Engineering Nibm Kandy there. El Camino! GMPP PN 8. Maybe you already have a vintage L8.

If you are building an oval port motor, most of the factory intakes were cast iron, and there are far better choices from the aftermarket, whether you want to make more low- end torque or more high- RPM horsepower. When it comes to high- RPM horsepower, the single- plane manifold really starts to become the standard choice, whether for high- end street performance or the racetrack. The single- plane design consists of a simple common chamber, called the plenum chamber, connected to all eight intake ports, not unlike a spider with its eight legs (anyone remember the appropriately named Edelbrock Tarantula series?). The larger plenum chamber serves two purposes: first, it acts as a kind of reservoir, storing the air/fuel mix delivered by the carburetor and reducing the velocity of the mix so that it can more easily make the turn into the individual intake runners.

The flip side of this coin, however, is that the large plenum also reduces the signal strength to the carb’s metering circuits and usually requires re- calibration of those circuits. Lowspeed throttle response is reduced, and a larger accelerator pump shot is needed to cover up the bog, which can occur when the throttle is suddenly opened. The second effect of larger plenums is that they do a better job of dampening the reversion pulses from each of the intake port runners. As the intake valve closes, the inertia of the air/fuel mixture causes it to slam into the “closed door” and a reversion pulse travels back up the runner.

A properly designed plenum chamber absorbs that pulse before it reaches the carb, where it would obviously have detrimental effects on the metering circuits. There are a host of good manifold choices available for the venerable Rat motor including cast aluminum manifolds from Brodix, Dart, Edelbrock, Holley/Weiand, Profiler, and some offshore brands, which, at this point in time, are usually copies of the more popular domestic intake manifolds. Upper echelon racers can have custom manifolds handcrafted from billet or sheet aluminum, but  these tend to be very pricey. Hardcore racing firms like Hogan’s and CFE can make whatever you want in an intake manifold if you are willing to pay for it, and these so- called sheet- metal intakes are the norm in NHRA Pro Stock and other unlimited classes of drag racing.

Carburetor Spacers and Adapters. A common racer’s trick that has been around for decades is to use carburetor spacers between the carb and manifold. If the spacer is open, it becomes merely an extension of the plenum chamber in the manifold and may offer more top end power potential. There are also fourhole carb spacers, which do not add to the plenum volume, but become extensions of the carb’s throttle bores and help to combat reversion.

These spacers are frequently used to improve throttle response and low- end torque. Many aftermarket racing manifolds are intended to be used with a 1- inch- ormore open carb spacer, but are designed to fit under the hood of a typical highperformance car that may not have the necessary carb- to- hood clearance for such a tall combination. If an open carb spacer won’t fit your vehicle, it may be desirable to switch to a larger carburetor to reduce the exit speed of the air/fuel mixture as it enters the manifold’s plenum chamber. Remember that spacers change the signal to the carb and may require re- jetting or re- calibration of the fuel metering circuits. Carb spacers are usually made from aluminum, but there are also versions produced from phenolic plastics and wood laminates, which do a good job of isolating the carb from engine heat.

Typical carb spacers range from 1 to 2 inches thick, though other sizes are available if desired. Carb adapters are used to mate non- standard carb/manifold combinations together, and are generally to be avoided like the plague. One possible exception is the combination of a spreadbore Quadrajet carb, required by racing organization rules, on a square- bore competition- style intake manifold. There are commercially available adapters for this application, but many top Super Stock drag racers have modified existing adapters or just made their own to reposition the carb over the plenum chamber for optimum air/fuel distribution. Tunnel Ram Intake Manifolds. Tunnel ram manifolds are simply large single- plane intakes designed to mount multiple carburetors, usually two 4- barrel carbs.

One of the advantages of using eight barrels to feed eight cylinders is the possibility of fine tuning each cylinder separately, if necessary. The necessary large plenum chamber does an outstanding job of absorbing reversion pulses at high RPM, but also reduces the signal to the carbs so effectively that low- end performance suffers dramatically, making them a poor choice for any street- driven vehicle.

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This material is incomplete and may contain errors or out of date information and should not be used without first contacting JWT's tech support department.