Victor Jr or Team G Intake??

[Mika Myllyvaara]

Edelbrock Victor Jr and Weiand Team G look quite same, but
Weiand says that Team G is from 2000-8000 and Jr is only from
3500-7500. Is this true?
Id like to know which one is better or are they quite same thing?
My Engines redline is 6000RPM and i am going to change single plane manifod
, now i am runing Perf RPM.

Mika, Finland

[Akaru]

If I were you, I'd stick with the Performer RPM. Victor Jr and Team G
manifolds are pure and simple race manifolds. If you motor was making
power above 6500 rpm and if your car is light (under 3200 pounds) with
deep gears (3.90 and lower) I'd say go with one of the race manifolds, but
to me most typical street/strip cars will run better with a high rise dual
plane which the Performer RPM is.

[fl...@sprynet.com]

OK, the Team G is available in several ranges totalling coverage from 2000 to 8200 RPM as follows:
#7525 for 2000 to 6500 (ideal for the application you note here)
#7530 for 2800 to 7200 (the one we use on our race car)
#7531 for 3000 to 8200 (NASCAR guys fave)
#7532 for 2800 to 7800

I personnaly like the Team G better than the Victor, as it is newer and has slightly better port to
manifold alignment. I also appreciate that it is built recognizing the needs of the different ranges of
RPM, where the Victor Jr is more of an all-around part. I thionk the Victor also has a little too much port
size for smaller engine combinations.

By the way, when you cahnge from dual plane to single plane, make sure you run a vacuum guage on
the final setup. Manifold vacuum will be lower and most likely will require a different power valve
(Holley) to insure you don;t end up with a stumble off idle. The power valves are numbered to reflect
inches of vacuum, 5.5 valve for 5.5" of mercury. If you note the engine stumbles off idle, the power
valve isn't helping the transition from the idle circuits to the mains soon enough and needs to be
replaced. You may also need to tune the accelerater pump shot a little. You can extend the pump shot
by installing smaller shooters to cover a hesitation (not a stumble), if you need more accelerator shot,
install the 50cc pump on the primary side only and use a larger squirter.

Single planes can be a little tricky sometimes to get properly tuned, as they present the carb with
lower vacuum and the intake port velocities at low RPM ranges is a bit slow, compared to the dual
plane.

Good luck

K. Willmorth

[pa...@ni.net]

In article <4kq5ak$e...@news.clinet.fi>, <my...@clinet.fi> writes:
>
> Edelbrock Victor Jr and Weiand Team G look quite same, but
> Weiand says that Team G is from 2000-8000 and Jr is only from
> 3500-7500. Is this true?
> Id like to know which one is better or are they quite same thing?
> My Engines redline is 6000RPM and i am going to change single plane
manifod
> , now i am runing Perf RPM.
>
> Mika, Finland

I just purchased the Team G for my small block. The main reason I
went with it was because its power band is lower (closer to what is
usable on the street), and because it is a little cheaper.

Weiand has been producing this manifold (and updating it along the
way) for a long time, I believe long before Edelbrock came out with
the Victor.

Page

[Your Name Here]

I would tend to aggree... I just built a 355 with 195cc Airflow heads and a .600 lift Hyd
roller that pulls just fine (so fast you can hardly keep up with shifting) to 7000 with
a Weiand stealth 8016. All that has been done is the divider taken out, 1 inch spacer
and port match. Most engines spend a large percentage of their time below 5000
even in the quarter. If you don't believe me, read "how to 11 second 1/4 mile". He
talks specificely (sorry incorrect spelling) about dual plane vs single plane.