You might be right. I have always heard that because of the unequal plenum sizes and runner lengths, it was difficult to get flow velocity and A/F ratios close from cylinder to cylinder.
Single plane vs dual plane intake
- Thread starter Dan s
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You might be right. I have always heard that because of the unequal plenum sizes and runner lengths, it was difficult to get flow velocity and A/F ratios close from cylinder to cylinder.
Volume? It takes rpm for open plenum intakes to work efficiently. At low rpm there is a chance of fuel puddling at the bottom of the plenum. (the droplets fall out of suspension at low rpm and low velocity)
generally speaking, the info given here is "generally" right.... lol. The holley street dominator is a single plane and is built to give power "off idle". I have one, I've done tests on a 318 with it against 2 dual plane intakes, and the single plane street dominator cut as good, if not better, 60 ft time than both dual plane intakes even though the car had stock converter and 2.76 gears.
- depends on what motor and how it's built
- .... what gears and converter being used
- this isn't as straight forward as "street gets dual plane, race cars get single plane.
For the most even fuel distribution, a intake would have to be designed like headers. Equal length runners. Dual planes get as close as engineering will allow. That's why individual carbs/cylinder (like Weber) or port fuel injection works so well. Every cylinder gets the same mixture. Think about how in-efficient a 6 cylinder is with a single carb right in the middle of all the cylinders. The further away from the carb, the leaner they get.
It is in the design how well any intake works. Holley did their homework and their distribution is pretty close. Other intakes need mods to get the distribution right, look at the Racing Manual for fixes for distribution mods in SS intake manifolds. Single Plane Holley Street Dominator is good for low end and a Torker is a power loss throughout the rpm range compared to a stock cast iron dual plane. Generalizations don't quite cut it anymore. There are also correlations between effective runner length and rpm efficiency. In the end, it is not an easy comparison.
Very True ^^
Guess who!
The link came up when I was looking for pictures of the Holley manifold.LOL..... that's funny...You surfing around U tube ? lol
yeah, I stacked the Holley SD to the Action Plus and factory cast TQ intake. fun test
I have the action 2 on a 318 in my truck, an eddy rpm that a buddy gave setting on the shelf and a new air gap that came with the car when I bought. Still in the box. Action 2 works pretty well on the truck
on mild street engines, I love the Action Plus...… I have one on the 318 now, and one on the shelf
abodyjoe
Well-Known Member
Frank Mopar
Well-Known Member
A whole lot like the LD4B and usually a bunch cheaper when you find one.
On sale! $215 Weiand Action+Plus Intake Manifolds 8007WND
yellow rose
Overnight Sensation
It doesn't work the way the Internet wants you to believe.
A tunnel ram will make more power everywhere IF you do it correctly. And that includes beating the brakes off the junky dual plane intake.
The single plane is better in everything. IF you do it correctly.
You can't use a single plane intake with runners blow out to feed 420 inches at 8000 RPM and drop it on a 318 and expect it to work.
The good news is most single plane intakes come with runner sizing on the small side.
And when you do your stroker build at what point do you say dual quad tunnel ram!!?..
Where's the pictures of the new carbs?
Dual plane, Pro, excellent street, street strip intake manifold that creates more low end torque with longer run eddy.
Con - Limited Racing application.
single plane - opposite of above.
Pro - Excellent high end power for racing and limited street use. Better fuel distribution. (Normally it not always.)
Con - Low end torque take a huge hit. Drivability in that low rpm range suffers. And! If you do not want a hole in your hood, that’s another con. ( or so much for me....)
This question has been asked a lot. It seems to me that there is a break point, that area when one is better than the other is around the low 11’a, high 10’s. But this is also on certain cars/engine combos that I have seen.
I could be outta wack here.
Other things that will influence the choice of manifold would be;
Actual CID
Heads, ported or not
Cam size
Car weight
Rear gears
Tire size
The actual usage of the car. Street or strip.
As it has been always said, if your in the street, your probably better off with a dual plane 95% of the time.
If your going to equate the intake choice by cam size/duration, the above comes back into play. I would say if your cam is smaller than 255/258@.050 & your in the street, take the dual plane.
Hey f your at the track and your car is properly lightened up a lot, single plane.
Interesting reply on what gear to use a single plane on.
I wouldn’t look at a single plane intake with less than 4.10/4.30 gears depending on a lot of other factors as well. And that is really me pushing it on gears.
All intakes, save a very very, very few, will need help in this area.
Immediately!And when you do your stroker build at what point do you say dual quad tunnel ram!!?..
Again, as with most every intake, there can be an improvement with very very very few exceptions.
While that would be ideal to make that a goal and hunt for it, on the street, you’ll never know or feel it.
Yr. I ask the question because I plan to put together a stroker motor this summer. Wasn’t planing on putting it on the 318. Could you explain what correctly consists of. I’m still learning so bear with me.
It's totally dependent on a few things. Engine combo, WHICH single and dual plane intake you're comparing and your ability to TUNE. I can probably take two same engines, one with an Stealth and one with an old Street Dominator and tune the one with the Street Dominator to mop the floor with the Stealth. So the correct answer is "it depends". The old saying a single plane is slow on the bottom is bullshit. It's all in your ability to tune.
MOPAROFFICIAL
Oogliboogli
Actually they're lean.
Cleanest 0lugs are always 4637
I hit the disagree. While a good tuning does wonders, the dual plane is just simply better at low end torque. All things otherwise equal.
Someone questioned about an intake for a stroker. I’ll assume it’s going to be raced, then single plane. Even probably so for street strip engines. Only because of the increase cubes would it be usable IMO. Going up 40+ cubes is quite a bit on intakes designed around the 360 being the biggest C.I.D. and the 340 as the highest reving.
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