mikem350

OK asking the question, what differences have you seen going to a low rise dual plane, the only kind that will fit under my hood??

Currently have a Victor Jr/750 DP that came with the car, and just dont like the low end performance with manual trans. The Jr is a 8000 rpm top end piece and my roller cam stops at 6500. Tried a Thunder AVS 650 carb but not much help.

Was considering a Torker II, lower RPM that JR, but will prob go Edelbrock EPS.

RPM intake will not fit (71 with flat hood)...thoughts on switching?

427Hotrod

What is the engine, trans, gearing? I tested a Team G single plane (short) against a Dart tall air gap style dual plane on a 400" once. The single plane actually made more peak TQ at low RPM and about 15 HP more at 6300-6400 or so. It was a 540-555HP engine.

We used a street HP 750 Holley...

A good dual plane will drive better off idle to some degree...but with good tuning a single plane can do well.

For example, we built a nasty solid roller 388" for a buddy's '65. Only has 3.36 gears and a wide ratio Muncie. Even with 215cc heads..it will idle away from a red light with almost no throttle movement. I was very impressed with how it drove...much better than I expected. Plus...it's happy to 7000+ any time you want to do it.

Thanks,

JIM

Jebbysan

Once again I agree with 427hotrod.....

The Team G is the best low rise single plane intake and does not give up much to a dual plane as far as tractability.......
The best low dual plane manifold is a 8001 Weiand if you can find a used one as they are out of production. Mill a little of the divider out.
The EPS is a close second.......maybe not enough to notice.
Stay away from the Torker II........

Also try tuning you carb and timing curve to increase off idle performance.........tell us your combo.

Jebby

mikem350

Here is my combo, built by PO:
350 SBC, 235/245 roller, 12-14 in vac
Dart Pro 1 heads, 215 intake, 64 chambers
Holley/Russ HP 750, 4 corner idle
Richmond 5 spd non OD
3:08 rear
Victor JR

This engine likes a LOT of timing, and runs great, just want to make it more driveable at low speeds, and need to dump the Victor JR!

gkull

I can tell you right now that going to a smaller runner dual plane will not help! The small manifold exit into a larger 215 cc head drops the port velocity and you form fuel droplets that don't burn compared to atomized fuel.

215 cc heads and that roller cam are more for a stroker motor of 396 ci or maybe 383 size. You have to have matching parts.

My advice is to buy a 3.875 forged stroker rotating kit for under $2000 and make it into a 396 ci and be happy with your cam, heads, and intake. I have the team G on my roller 383 with AFR 210's right now

427Hotrod

Is that a solid roller or hyd? That's a pretty healthy cam...especially with 215cc heads on a 355 CID combo. Seems to hold strong vacuum though.

Don't me wrong...I like it but that's a 7000+ RPM combo all day long. You've got a great trans/gearing combo.

Everyone's idea of low speed manners is different....and I get you want to dump the Vic Jr...which is not a bad piece...but not sure a low rise dual plane intake is going to change the world without giving up some serious top end power if you ever like going there.

With that said....you might look into the Weiand Warrior series...they do well also...but my gut also says you need to pay close attention to the port sizes and area around it on the intake. The one I did for my buddy with the 215's has very little gasket interface with the intake at the top of the port.

For reference..its' got 11.0 compression, a 249* solid roller on a 109 LSA. It drives great and pulls like a freightrain.

What's the timing curve look like?

JIM

I've posted this before...but it gives you an idea of the intake power ranges. This one had a 248* solid roller and Dart 200 cc heads. Of course this is WOT stuff....doesn't apply much to low speed driveability. But you can tune a lot driveability into a nasty high RPM combo.

resdoggie

I am quite pleased with my Team G.

mikem350

Guys thanks for all the great info! The Team G wont fit, so for now will keep what I have and tweek the carb and timing. Most of my driving is in traffic, not many 6000+ blasts!

But maybe still would try the EPS, gasket matched, for $140 it got good HP reviews.

cardo0

Just for a performance reference you could try an OEM/stock aluminum dual plane intake or even a ZZ4 intake just for comparison purposes. Swap meet OEM dual planes from the late 70's and early 80's can be found for $5. You will need to clean them though. If no swap meets local then Craigslist or Pick a Part boneyards can be a source.

If you want to pay the postage I can send you one to try - knowing you will clean it and return it some day.

resdoggie

Here's some more great info. My Team G and drop base with 14"X4" under stock hood. How much lower is the '71 hood vice '76?

tsw71

It'll fit. I'm running the Team G 7530on my 71. The key is the right drop base air cleaner and 3in tall filter. You'll also need to mill the choke housing on the carb so there is plenty of air flow between the air cleaner lid and carb.

StraubTech

This is not a good combination of parts. To give you an example the CC volume of to feed 358 CID to 9500 rpm is right at 235cc. The head being so large is going to make the combination soft till 6000 or so rpm.

Intake change is not going to much if any. A head change to around 165cc runner is what is needed. Would be night day difference in performance.

gkull

I suggested just installing a 3.875 stroker kit to raise the ci to 396 and all the existing parts would work especially keeping the compression up near 11 which that cam can handle

Jebbysan

A lot......mine would not fit period.........had to put a hood on it.......

Jebby

Jebbysan

Sorry for upside down pics....no way to fix it here at work.....

Jebby

gkull

gkull

I have the 2X14 K&N with the filter top for hood clearance

resdoggie

I have at most 1/10" clearance with a 1-3/4" drop base and using poly motor mounts. The engine barely moves. N0 interference issues.....yet.

StraubTech

Agreed.

JoeMinnesota

On the 355 build for my 1970 coupe I am going with a Weiand Street Warrior 8125 spread bore and the stock (rebuilt and tuned) Quadrajet. It should fit nicely under the hood with stock air cleaner, etc. after reading comparison tests and checking dimensions.

No matter what you decide for an intake specifically, from personal experience I can tell you that moving from a Victor Jr. to anything dual-plane (i.e. Performer RPM or similar dual plane), your off-idle pull as soon as you let out the clutch will be night and day. No more stumbling, no more waiting for it to "come on" - it will be instant. When I did a swap on a 383 from Victor to RPM, it felt like the car was slipping out from under me as soon as I tipped into the gas and let the clutch out. You'll benefit a lot.

*My 383 combo was a hydraulic flat tappet Ultradyne with 231/239@0.050 and 0.502 lift with iron Dart Sportsman heads. Before you rebuild or stroke, try the intake and I think you'll be really surprised at low RPM.