New Single Plane Question
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New Single Plane Question
anyone done a dual plane conversion? pros/cons
also, everyone who knows about the conversion know the inherent problems with hood clearance. well I was working on my Dad's 4.6l ford today and took a look at the upper plenum - looked like it could work and about half as high just a guess though.
anyhoo here is a link to the style tb and upper plenum I am talking about. I think the max size they make them in is 75mm but I would be fine with that if it could be made to work for cheap.
http://www.rpmoutlet.com/newv8ma.htm
also, everyone who knows about the conversion know the inherent problems with hood clearance. well I was working on my Dad's 4.6l ford today and took a look at the upper plenum - looked like it could work and about half as high just a guess though.
anyhoo here is a link to the style tb and upper plenum I am talking about. I think the max size they make them in is 75mm but I would be fine with that if it could be made to work for cheap.
http://www.rpmoutlet.com/newv8ma.htm
Last edited by RRR; Aug 21, 2007 at 08:43 PM.
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From: Kilgore TX 75662
I think that a dual-plane like the Performer RPM would be a good alternative to the other options for more mildly modded cars with less gear and converter. A heavy car like mine or a convert would appreciate the difference even more.
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description found via search posted by angel71rs:
Single plane are just what they say; all the runners are on one common plane feeding off a common plenum. Advantages: all intake ports can pull flow from all 4 barrels of the carb = more possible hp. Disadvantage: all that volume is harder to get moving at low rpm, so low end response is less than a dual plane. Also short runners tend to be tuned to higher rpm. The tunnel ram intakes modified this with longer runners. Longer runners change where the intake pulses resonate.
Dual planes have the runners on 2 planes, one set over, the other set under. each set sucking off 2 barrels. Less volume to get moving combined with the longer runners of this design = better lower rpm response. Plus the greater velocity helps keep the fuel from falling out of suspension in the mix coming off the carb at lower rpms. The Performers are this type.
Dual planes have the runners on 2 planes, one set over, the other set under. each set sucking off 2 barrels. Less volume to get moving combined with the longer runners of this design = better lower rpm response. Plus the greater velocity helps keep the fuel from falling out of suspension in the mix coming off the carb at lower rpms. The Performers are this type.
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I thought victor jr's were for even higher rpm's due to their shorter runners vs. super vic? The reason I am interested in this is to try to fatten the curve from 1500 to 6500 not concerned if it peaks exactly where the lt1 manifold does since I am trying to find more under the curve. dual plane seems like it would deliver in the range I use the car in but not having any experience with them on efi I am at a loss. I did see a dyno of a 355 super vic that lost power below 6k compared to a ported lt4 that's when the idea of doing a dual plane came along.
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It is impossible to get injector firing angles installed correctly in a dual plane setup. You're thoughts though are right on the money. The intake choice with EFI will have a profound affect on the power curve, just like EFI. If you want excellent torque as well as very good top end use the Holley Stealth Ram intake and matching TB.
I also would not run an elbow and TB like that on a standard style single plane intake, both Marren Fuel Injection and Accel make very nice low profile standard style 4150 and 4500 TB's that would work better.
I also would not run an elbow and TB like that on a standard style single plane intake, both Marren Fuel Injection and Accel make very nice low profile standard style 4150 and 4500 TB's that would work better.
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There are more factors that determine torque besides intake runner length. Port volume, camshaft, VE and header size also play a big role.
Ed Wright and Rick Abare both made good power/torque with a stock LT1 style intake.
David
Ed Wright and Rick Abare both made good power/torque with a stock LT1 style intake.
David
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