1-5/8" primaries. They're kind of strange looking, as one of the four pipes comes into the main dump tube after the other three. Read the description.
When messing with DD numbers, keep in mind that you want to be less concerned with getting the highest h.p. and torque numbers, and pay more attention to where those numbers fall in the rpm curve. Your h.p. peaks at around 6100 rpm, and torque at around 4700 rpm. Unless you get your rotating assembly balanced real well, that 6100 ceiling isn't going to do you as much good. Same with the torque. Play around with it and see what changes what. With having the h.p. and torque ratings where they are, you're going to want to rev the pee-pee out of the engine if you want to stay in the optimum power band. That's fine for a strip only car, but for stop light-to stop light street action, you want to bring those rpm levels down. You don't have to, but you'll be happier having more torque down lower in the rpm band. For fun, change your intake manifold specs from a single plane to a dual plane, and notice what happens.

 

I agree Shalamara. For most street applications, where you aren't running in that 5,000+ rpm range often, the smaller cfm carbs will produce better bottom end off idle performance, especially with automatic trans. I'd personally stick with the 670 cfm reccommended, unless you're planning a lot of track time.
The DP will overcome some of the issues of using a too large cfm by introducing more fuel to the mixture, but still wont be as snappy down low as the 670 cfm in my opinion.

 

yeah might wanna try a diffrent intake to go with the 670 cfm carb ive had real good luck with weiand team g intake,im making maximum torque at 4100 and max hp at 5200,but i have more cubic inches so urs might raise a little but shouldnt be to much.also an air gap rpm would also work great.

 

yeah one thing i've noticed is when lowering cubic inches, the peak points raise in the rpm range.

i do like the torque numbers of the dual plane and i really love the performer RPM

my numbers start at 2k and its above 400lbft from before that point.







750/single plane







670/dual plane





small headers drop my HP 9pts but no matter what i change, the peaks are still at 5k and 6k

 

on a side note...

performance is only half of what i'm going for,

i have a VERY specific image of what the final product is going to look like,

from outside the car to under the hood.

La Muerte is going to be the car's nick name. (death personified, or the Grim Reaper)

 

You never said what the intended use was. I like a 670 Holley street avenger on a Performer RPM Air Gap for the street. A track car would be my Proform 750 on a Team G.

 

Ok now for my junk. I have a 383 w/ 6" rods. Performer RPM. 750 carb 1 3/4" headers.

Here are my cam specs. Lunati Roller w/1.5 Crane Roller Rockers

Advertised Duration (Int/Exh): 282/290
Duration @ .050 (Int/Exh): 231/239
Gross Valve Lift (Int/Exh): .535/.550
LSA/ICL: 110/106
ex closes @ 5.5* atdc
ex opens @ 53.5*bbdc
int opens @ 9.5* btdc
int closes @ 41.5 atdc
Head flow numbers.
VALVE LIFT--- .100 --.200 --.300 ---.400 ---.500 --.600 --.700
Intake Port ----72.0 --145.0--201.0 --247.0 -258.0 -259.0 -259.0
Exhaust Port-- 53.0 --107.0--143.0 --175.0 -190.0 -200.0 -203.0

Thank You. Any bets fella's?

 

very torquey...

i need a CR though...

and i assume you have 2.02/1.6

 

To run DD numbers for him (to determine c.r.), you're going to need his head chamber cc., block deck height, and the compressed head gasket thickness he's going to use, or going to want to use.

 

lol... still dodging the intended use i guess...

rarely see the track if at all. i dont care to compete so much as show.

main reason i want to go super victor is for image.