One point that nobody has mentioned yet: the intake manifold is a Victor Jr single-plane design which typically has an operating RPM range of 3500-8000 RPM. It's absolutely the wrong manifold for the 1500-5000 RPM range we need power in.
The same kit built on a Performer manifold pattern would be far more suitable. Sales volume would obviously be minimal, so it will never happen, but it would be far better for Jeep/truck use.
Better yet would be a manifold actually designed for use with EFI instead of a carburetor manifold with injector bungs scabbed in. You know, something like an OEM intake manifold - they look nothing like a carburetor manifold because they aren't designed around a carburetor-style throttle body. Consequently, they work a lot better at making power at real-world speeds.
Cost would be significant and sales would be zero, but it would be fun to build. And by "fun", I mean a gigantic pain in the hinder.
Not trying to rain on anyone's parade here - just want to make sure people know what they are looking at.
correct. however, keep in mind this is now a "dry" intake,and thus air velocity thru the carb to maintain fuel shear and atomization and fuel suspension is no longer a factor. air velocitythru the carb is one of - but not the only-factors for a dual plane intake.
while intake runner design does indeed affect power band,i think this intake will be far more forgiving operating as a port injection unit.
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