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Old 11-10-2007, 11:02 AM
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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:

2000-227hp597tq
2500-267hp560tq
3000-311hp545tq
3500-365hp547tq
4000-420hp552tq
4500-471hp550tq
5000-514hp539tq
5500-540hp516tq
6000-555hp485tq
6500-548hp443tq
7000-526hp395tq

With a Dual Plane intake manifold, I got:

2000-238hp624tq
2500-278hp583tq
3000-318hp557tq
3500-367hp551tq
4000-416hp547tq
4500-460hp536tq
5000-494hp519tq
5500-515hp492tq
6000-522hp457tq
6500-513hp414tq
7000-495hp370tq

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.

Thank You

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Old 11-10-2007, 12:25 PM
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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.
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Old 11-10-2007, 02:24 PM
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I wish DD had the RPM airgap option 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
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Old 11-10-2007, 03:03 PM
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Airgap

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.

Last edited by Monaro406; 11-10-2007 at 03:04 PM. Reason: spelling
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Old 01-15-2008, 10:35 PM
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re: Airgap

Quote:
Originally Posted by Monaro406
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.
Have you tried using a 4-hole spacer between the carb and the Super Victor? That can increase the speed of the intake charge and improve low end torque a little. It also helps send a stronger signal to the carb which can improve the idle.
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Old 01-16-2008, 09:27 AM
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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.
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Old 01-16-2008, 10:25 AM
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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.
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Old 01-16-2008, 11:09 AM
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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.
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Old 01-16-2008, 11:18 AM
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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.
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Old 01-16-2008, 05:40 PM
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Quote:
Originally Posted by spinn
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.
Isn't the Edelbrock Torker a relatively low rise singe plane? Wonder how it compares in torque and hp to a Performer RPM? Guess it depends on the comparative size of the ports too. Also, I think the old Tarantula sp manifold was fairly low too.
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Old 01-16-2008, 08:40 PM
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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

Last edited by spinn; 01-16-2008 at 08:45 PM.
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