Single Plane Or Dual Plane intake?
I am building a 355ci S10, and I ran the DEsktop dyno with a Single plane manifold, and got:
With a Dual Plane intake manifold, I got:
This will be going in a 3400 pound 1998 Chevy s10, what combo sounds better? Would the more torque from the Dual Plane be better then the higher power from the Single? Also, what would be a good stall converter for my Turbo 350? This is also on a 100 Shot of Nitrous.
Based on your info the single plane manifold is better while running on nitrous.
A good converter for street/strip N/A and nitrous use is a 10" "3500stall" converter.
What are the inputs (engine specs) you used to come up with those Ddyno results?
Unless you're building a dedicated purpose built nitrous racer build the motor to run good without nitrous.
Adding and additional 100hp using nitrous is easy. But most of the time you'll be running on the motor without nitrous.
A single plane manifold may not be the best choice overall. its depends on your total combination and how you'll be using it.
Ddyno does not accuratly show the power potential of some of the better RPM type dual plane manifolds with a modified plenum divider. These manifolds only give up a few ponies as compared to a single plane manifold on anything shy of a race motor. On a street motor its really a toss up as to which is better.
A 350 with a single plane manifold will want a 3500stall converter minimum and steeper rear gearing.
As a general trend; a single plane manifold has stronger power above 4000rpm than a dual plane but at the cost of torque at 3000 and below.
DDyno shows this.
I wish DD had the RPM airgap option :D That manifold is perfect in these applications. Its high enough and flows enough that it acts much like a single at high RPMs but the dual plane construction keeps low end civilized. Tests have shown that compared with a Performer and a Torker, the RPM air gap only give up a couple lb-ft next to the performer and only a couple hp next to the torker
The airgap's certainly are a great little manifold. I'm seriously thinking about swapping out my Super Victor for one to make my 383 more streetable. It's all fun and games up high in the rpm range, but a little bit too mild and grumpy down low. Plus they never generate decent vac at idle.
are you pulling the car forward or winding it forward.
the choke of a dp intake will pull you to the internal "wing" velocity. idle to 3000 will happen quickly in a performer.
a single has no hi end choke off other than internal volumn. so if you are winding past the 3000 with a stall you can enjoy the top end benefit. it wont make your performer cammed engine pull to 6500rpm.
My advice for you is duel plane. Simply because it raises your low end preformance as well as mid range torque. I cant be sure because I dont know what you have done to the motor already and what you will use it for.
Is it a dedicated race car? Runs only quarter mile races? If so, then a single plane manifold is where you want to be
Is it a dual purpose car, 1500-2500 RPM 99% daily driver and 1% in quarter mile increments? If so, then you need a dual plane manifold for driveability, fuel mileage and starting.
i think there is a space between, the RPM and the performer intakes.
this in between is, believe it or not, a low rise single plane. similar to the old stock 2 bbl single plane manifolds used to build power and mileage.
i am currently experimenting with them and find this to have some basis here.
almost all my v8 rebuilds have been performer types with factory milder cams. i like the smooth performer type powerband that pulls you forward hard. bubbly idle, not thumping my morning coffee.
if you were using a 3000 stall or manual trans, you may like those low rise small runner single plane intakes, compared to a high rise RPM.
in crysler land the single plane street dominator is a superb 440 intake. it is very low rise. it make a nice substitue for a RPM when hood clearnace is an issue.
the 440 performer, if topped on a hot 440, can feel as if the choke is still being applied. especially at its higher suggested rpm ranges 4700-5000+.
the 440 RPM makes the most power on the dyno. for a given builder level of experience.
the SBC there are some stories of bogs and inability to spin the tires when 350v8 was topped off with a RPM intake on near stock builds. the larger volume and runner kill velocity under 1500...thats why.
thats my take
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