Let us know how it turns out. I wish they would post some comparison between that Eddy and the M1.
Being dual plane, it's bound to be atleast a littlebetter in the lowerrpm's, but $722 better????
That's the question that's bouncing around my head. Hopefully KRC or somebody will get one on a dyno soon.
ask and you shall recieve.
according to my mopar buildup in enginemasters mag (spring 07) the eddy was better in the lower than the m1 (they tested this on a 5.9 mopar crate motor (carb)with both the eddy and the m1) the results at the same mods lvl are as follows
"The RPM airgap brought a substantial increase in torque from 3000 to 4500 rpm, and recorded the highest torque and horsepower in the stock heads/cam configuration. Interestingly, from 4600 rpm onward, the single-plane gained the advantage in power. Peaks with the RPM airgap registered a t 443 lb ft at 3900 and 348 hp at 4500, both higher than the m1 single plane but the single plane held on better to the 6100 rpm limit of this test. The averages showed a distinct advantage in torque for the RPM, though hp avgs were very close."
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I also spoke to Hughes today, and theywere extremely excited withthis new intake. The individual I spoke to, mentioned the truck will performnormally up to 2500 rpm's and then the performance of the FI Air Gap takes over. That's when you will definitely feel the extra performance power the intake provides over 2500 rpm's, especially over the stock beer barrel intake. Looks like this will be my next mod purchase. Hughes said it will be two weeks before their shipment arrives, so hopefully within a month or two I will have it installed. Can't wait.
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2001 Dodge Ram 1500 5.9 Ext. Cab 2WD
Gibson Exhaust System/ Gibson Headers/ AEM Brute Force Intake/ Fastman 50MM TB/ Hughes Iron Ram Heads/ Hughes Towing Cam/ 4:56 Gear/ Hughes FI Air Gap Intake/ APS Super Shift Kit/ SCT Tunes
ORIGINAL: mopowar
In thier original write-up on these, they kind of change thier tune on the M1, implying that itis good down low:
[align=left]“Yes,” you say, “but my friend put an M-1 2 Bbl on his engine and he loves it”. Compared to the stock “keg”style, he probably did like it, but that is only part of the story. The plenum volume in the M-1 2Bbl intake is much smaller than that in the “keg”. The engine likes the smaller plenum volume, and for that reason, that the M-1 2Bbl intake feels (at low end) so much better than the stock “keg” intake.[/align][align=left][/align][align=left]And:[/align][align=left]As a matter of fact, our stage 1 or II modified “keg” intake will make more power than the stage 2 M-1, 2-Bbl because of their greater airflow. However, the M-1 2Bbl will “feel” stronger than the modified “keg” and accelerate you faster from a stop until the lack of flow reduces their top-end power (approximately 3500RPM). What you need is a manifold that has the small plenum volume like the M-1 2Bbl and the flow of a ported “keg” or better. Read on![/align][align=left][/align][align=left]In the write up about thier modified kegger they write:[/align][align=left][/align][align=left]The Mopar Performance Magnum M-1 intake is basically a carbureted intake with injector bosses and is designed for non-roller, flat tappet or roller cams with power bands from 5500 RPM and up. The runner length is barely 4.75" long -- much too short for hydraulic, roller cam power bands, which are generally below 6000 RPM. If you plan on only racing at the drag strip with lots of gears and stall--this is the manifold. If not, be careful or you'll lose your entire bottom end and mid-range torque.[/align][align=left][/align][align=left]Who knows. Hughes is a good company, and I have talked to them on the phone quite a bit. They know what they are talking about, butI have heard that they have more experience dealing with carberated race cars more than anything.
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Great info! I grew up with Chevys and they had low/flatintakes (i.e. the carb mounting surface wasn't much higher than the ports). The Chevys my mom and dad had and me and friends always seemed to have good low end torque. And if you wanted to increase performance you got a "hi rise" intake.
So, my limited experience has me believeing that the kegger intake on my Ram is hurting low end torque becauseI associate it with a "hi rise" performance intake.
The picture of the intake at the start of this post reminds me of the older Chevy intakes, so I got excited thinking "more torque"! It seems to me that having the carb/throttle body closer to the ports would be good for low rpms. Can anyone relate to this? Does it make any sense?
You're actually backwards - the longer the intake runner port the lower the power band. When upgrading the oem intake a lot of people cut the length of the runners and gain power up higher in the RPMs.
The old intake manifolds were wet manifolds, meaning that there was fuel in them the whole length. They couldn't have really long runners with excessive turns in them because the fuel would pool up in the corners. With MPFI this isn't a problem, so they make the runners longer. Just like with exhaust, you want low rpm velocity maximized without sacrificing high rpm flow.
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99 WJ Laredo v8 4x4 - Offroad toy: 6.5" long arm lift, Aussie locker, 33x12.5 M/Ts, 15x8 Cragar Soft 8s, armor
02 WJ Limited H.O. v8 4x4 - Work rig: bone stock
88 Honda Hurricane CBR600f
RE: Perm solution for plenum plate?!?!?
