I'm seeing quite a few of these conversions at the track.
I'm just a little fuzzy on the purpose of the conversion.
It seems like a good way to extend runner length (for higher revving engines?)
You'd have to be revving beyond 7200 to really gain from this, wouldn't you?
Or is there something else I am missing?

 

Most commonly done when guys have too much money and not enough understanding.

Why is because they are easily manipulated by marketting strategies of bench racers.

The single plane frankly is a little better BUT guys are jumping on that bandwagon WAY WAY too soon, better left to the racecars. Been proven 500rwhp is achievable with lightly worked LT1 intakes so take the $1000 savings and put it elsewhere till you are running 9s NA or some other such serious setup.

Yes we take inspiration from racecars but that does not mean everyting done to racecars should be done to our dual purpose cars.

 

Thanks Dwayne,
I wasn't looking to do it so much as I was looking to understand it.

 

I did it b/c it looks alot better.

 

loving the valve covers.

 

From the reading and studying I have done, the longer runners of a single plane converted carb manifold compared to the short runners of the LT1 allow intake tuning to use a lower tuning harmonic. That means the tuning pulses are stronger and may help fill the cylinder better. Longer runners also help at lower rpms, not just at very high rpm. The Edelbrock catalog lists single plane rpm range down to 3500. That makes sense to me because the very long runners of the TPI intakes had stronger tuning at lower rpms than the LT1.

I searched a number of forums about this subject recently. The single plane appears to offer some advantage over the LT1 manifold at higher power levels. Some of the faster LT1 drag cars use the single planes. I'm still learning about this and some of the good technical books are not all that easy to understand the first time through.


Joe Urban

 

the Lt intake does not distribute air evenly at higher h.p. levels