Single -vs- dual intake
Instructor
Joined: Nov 2013
Posts: 220
Likes: 17
From: Pasadena MD
Typically a dual plane is for street and a single plane manifold is for the track. A single plane functions better at higher revs where it is used on the track and a dual plane functions better at lower revs usually giving better throttle response for the street.
Thread Starter
Safety Car
Joined: Jan 2008
Posts: 3,795
Likes: 435
From: Aarhus, Denmark
Safety Car
Joined: Jan 2009
Posts: 3,736
Likes: 56
From: anchorage ak
Each intake should be matched to a combination of parts including gear ratio. You can use a single plane intake on the street, but your combination of parts would have to match and the manners might not be as suitable as the dual plane. What combination of parts are you asking for?
Last edited by bluedawg; Mar 13, 2014 at 03:51 PM. Reason: shittty spelling.
Racer
Joined: Jan 2014
Posts: 334
Likes: 6
Each intake should be matched to a combination of parts including gear ratio. You can use a single plane intake on the street, but your combination of parts would have to match and the manners might not be as suitable as the dual plane. What combination of parts are you asking for?
Safety Car
Joined: Jan 2009
Posts: 3,736
Likes: 56
From: anchorage ak
To add to this, my coupe already had a Torker 2 intake on it. This wouldn't have been my first choice for a street intake, but with the Holley carb (670 street avenger) and 4-speed manual transmission, I have to say I have learned to like it and it actually works quite well.
Racer
Joined: Jan 2014
Posts: 334
Likes: 6
I am checking out the Weiand (and others!) since the drop down air cleaner on the car gives me a decent amount of clearance with the stock hood.
Had a 1976 L-82, 4-sp
Joined: Mar 2011
Posts: 5,338
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From: Some days your the dog and some days your the hydrant.
Royal Canadian Navy
I'm using the Weiand Team G p/n 7535. It's the lowest carb height of the three models available. I don't have any issues with it for my engine build.
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Safety Car
Joined: Jan 2009
Posts: 3,736
Likes: 56
From: anchorage ak
Actually I didn't pick it at all, it came already on the car! Along with the rebuild, carb etc. which was aready done. My point is changing the intake is farther down the list of things I am doing to the car, so in the meantime I am leaving it on and (at least with a 4-speed) it is doing a pretty decent job.
I am checking out the Weiand (and others!) since the drop down air cleaner on the car gives me a decent amount of clearance with the stock hood.
Burning Brakes
Joined: Feb 1999
Posts: 1,052
Likes: 389
From: Woodinville WA
Hood clearance
One more general question about single vs. dual plane intakes: does a single plane one typically provide more hood clearance? Or a double one? Or there is no such general rule? Thx all!
Racer
Joined: Jan 2014
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I will check into the Weiand 7535
Last edited by C3Hawk; Mar 14, 2014 at 01:17 AM.
Melting Slicks
Joined: Mar 2007
Posts: 2,100
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From: Frederick Maryland
Saying that...I do believe that you'll find more dual-plane intakes being low profile than you will single-plane designs.
Le Mans Master
Joined: Feb 2014
Posts: 6,420
Likes: 15
From: hot 'lanta suburbs Georgia
Generally, single plane intake manifolds are taller than dual plane intakes and would provide less hood clearance.
Had a 1976 L-82, 4-sp
Joined: Mar 2011
Posts: 5,338
Likes: 1,213
From: Some days your the dog and some days your the hydrant.
Royal Canadian Navy
Edit: It's a 7530, not 7535.
Last edited by resdoggie; Mar 15, 2014 at 09:46 AM.
Drifting
Joined: Jul 2013
Posts: 1,299
Likes: 93
From: Tri-Cities TN
It's about runner length. Longer runners are intended for torque. Short runners are intended for HP. Dual planes have long runners and promote torque. Single planes have short runners and are more for HP.
Now with that said, a high rise dual plane on a 327 engine may be fine to say 6800 rpm. That same intake on a 427 may be fine till 5800. The same can be said about a single plane. A single plane on a 327 may be good to 7500 rpm and on a 427 CID it may be good to 6500 rpm.
What is important is matching the induction to the CID and rpm range of the intended engine.
Now with that said, a high rise dual plane on a 327 engine may be fine to say 6800 rpm. That same intake on a 427 may be fine till 5800. The same can be said about a single plane. A single plane on a 327 may be good to 7500 rpm and on a 427 CID it may be good to 6500 rpm.
What is important is matching the induction to the CID and rpm range of the intended engine.
Melting Slicks
Joined: Mar 2008
Posts: 2,666
Likes: 289
From: Spring Park MN
It's about runner length. Longer runners are intended for torque. Short runners are intended for HP. Dual planes have long runners and promote torque. Single planes have short runners and are more for HP.
Now with that said, a high rise dual plane on a 327 engine may be fine to say 6800 rpm. That same intake on a 427 may be fine till 5800. The same can be said about a single plane. A single plane on a 327 may be good to 7500 rpm and on a 427 CID it may be good to 6500 rpm.
What is important is matching the induction to the CID and rpm range of the intended engine.
Now with that said, a high rise dual plane on a 327 engine may be fine to say 6800 rpm. That same intake on a 427 may be fine till 5800. The same can be said about a single plane. A single plane on a 327 may be good to 7500 rpm and on a 427 CID it may be good to 6500 rpm.
What is important is matching the induction to the CID and rpm range of the intended engine.
I'll add that some intakes such as the Victor Jr. I have on my engine is a compromise. It has shorter runners for higher RPM power, but because of the low carb pad height the plenum volume is too small for my aplication. It fit under my 80 Vettes hood, which is what I needed, but the engine likes more plenum volume and picks up considerable power when spacers are added under the carb. Luckily my 75 Vert has an L88 hood I setup with the air chamber. I can add another 1 1/2" under the carb now and my engine will like that. The runners were too small for my heads on this manifold to start with so I had to do a lot of port work on the manifold. Even had to weld on it to be able to port it large enough.It comes down to what Chris said about matching components of the build, which is something I have also preached forever.
Thread Starter
Safety Car
Joined: Jan 2008
Posts: 3,795
Likes: 435
From: Aarhus, Denmark
It's about runner length. Longer runners are intended for torque. Short runners are intended for HP. Dual planes have long runners and promote torque. Single planes have short runners and are more for HP.
Now with that said, a high rise dual plane on a 327 engine may be fine to say 6800 rpm. That same intake on a 427 may be fine till 5800. The same can be said about a single plane. A single plane on a 327 may be good to 7500 rpm and on a 427 CID it may be good to 6500 rpm.
What is important is matching the induction to the CID and rpm range of the intended engine.
Now with that said, a high rise dual plane on a 327 engine may be fine to say 6800 rpm. That same intake on a 427 may be fine till 5800. The same can be said about a single plane. A single plane on a 327 may be good to 7500 rpm and on a 427 CID it may be good to 6500 rpm.
What is important is matching the induction to the CID and rpm range of the intended engine.
Very soon Kim will start up his 555 with the new cam. We all are looking forward to see/hear the result :- )
Drifting
Joined: Jul 2013
Posts: 1,299
Likes: 93
From: Tri-Cities TN