Single plane vs dual plane intake

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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.

This is why I have this question. The jump in cubes. Would it not need more volume. But most here have said that the low end will suffer. Which puts you back to the dual plane(air gap just because I have one). Let’s ask another ? Then. What would be the best single plane intake for a stroker motor that is 85% street. Maybe there is no such animal.

Thanks for all the replies by the way
 
So many questions and so little information with yh
This is why I have this question. The jump in cubes. Would it not need more volume. But most here have said that the low end will suffer. Which puts you back to the dual plane(air gap just because I have one). Let’s ask another ? Then. What would be the best single plane intake for a stroker motor that is 85% street. Maybe there is no such animal.

Thanks for all the replies by the way
e problem being so true when it is said;

“Depends”

No intake OOTB is going to be at its best.

IMO, just run the RPM.
Find a loaner intake and try it out, try them all out. That’s how I learned. But I bought my intakes and kept them. Do you know how many freakin intakes are out there?!?!
 
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.

You can do that. I still say my example is right. I wasn't speaking in general terms, but in the example I gave. Between those two specific intakes, you can make either the better intake through tuning.

I've seen Jim Laroy say it a hundred times......"if you have that intake, use it". The bottom line is, unless you're using an original Edelbrock Torker, you're probably in good shape. LOL

Really though, unless you're racing, just pick one and go. You'd have to have the crappiest intake in the world (Torker) to feel a BIG difference in the seat of the pants on the street.

Now, I said all that ASSUMING said person was SMART ENOUGH to choose the correct style intake for their combo in the first damn place. lol Factor THAT in and now we're splittin hairs.
 
So many questions and so little information with yh

e problem being so true when it is said;

“Depends”

No intake OOTB is going to be at its best.

IMO, just run the RPM.
Find a loaner intake and try it out, try them all out. That’s how I learned. But I bought my intakes and kept them. Do you know how many freakin intakes are out there?!?!
Sounds like not many available now. You have them all. :poke::poke::lol::lol:
 
This is why I have this question. The jump in cubes. Would it not need more volume. But most here have said that the low end will suffer. Which puts you back to the dual plane(air gap just because I have one). Let’s ask another ? Then. What would be the best single plane intake for a stroker motor that is 85% street. Maybe there is no such animal.

Thanks for all the replies by the way

The longer stroke and added cubes will take care of the bottom end power..... 0.02...
 
AND!!!! AND!!!!!

On top of it all, the OP is being insistent on a Definitive answer when there is none because it such a flexible option. We also have ZERO information about HIS particular combination which would be an extremely helpful.
 
AND!!!! AND!!!!!

On top of it all, the OP is being insistent on a Definitive answer when there is none because it such a flexible option. We also have ZERO information about HIS particular combination which would be an extremely helpful.
We always have to guess at that.
 
my, my..... i'll be listing a couple of intakes soon in the for sale section :)
 
Could someone explain the pros and cons of the two. Is one better than the other. If so why. Is one better for the street.

Single plane typically has better air fuel distribution and more power output capability. It also usually brings the powerband up a little compared to it's dual plane counterpart, but not always and not necessarily by much.

Truly, I've run three intakes on my mopars. The Indy dual plane, which is a pile of ****. The eddy RPM intake, which is wonderful and makes great power across a wide RPM range and the eddy victor, which also performs great across a wide powerband. The victor can cause some clearance issues if you don't have a scoop.

To answer your original questions.

1. Depends on the application and the intake.

2. Depends on the application and the engine build.
 
Sounds like not many available now. You have them all. :poke::poke::lol::lol:
You’d be surprised!
I sold almost all my stock headed intakes and I still have 5 stock headed intakes, less than half of what I sold, 8 W series intakes.
Yup! I love to tinker. I swap them out and actually use them before I give an opinion about them. Same with cams, same with heads.
 
You’d be surprised!
I sold almost all my stock headed intakes and I still have 5 stock headed intakes, less than half of what I sold, 8 W series intakes.
Yup! I love to tinker. I swap them out and actually use them before I give an opinion about them. Same with cams, same with heads.
You have way more ambition than I do. Sounds like a interesting nitch to the hobby though.
 
The longer stroke and added cubes will take care of the bottom end power..... 0.02...
I agree when you compare a 4 inch arm stroker to a stock stroke whatever CID you want.

Disagree on single vs dual plane on the same stroker. But there is plenty of torque for low speed driving. There should be no issue really.
 
You have way more ambition than I do. Sounds like a interesting nitch to the hobby though.
I have found (in my younger days and not knowing anything!) that most people don’t know ****! And found there advice to be total crap. So! Being that I love to tinker around, I had at it.

Im a firm believer in the been there and done that. Actual experience with any said part.
I’ll give you one member as an example, @pittsburghracer who will tell you what’s what and how thing evolved. You can take his words to the bank because he has done it and is still doing it. Having read his posts for a long *** time here and on other forums, I believe him.

Thank you to Pittsburghracer.
 
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.

Can you post up your cam numbers please.

I'll make a fun guess on cam timing because I'm just a fun guy.

You probably A) don't have much lift B) have a spilt duration cam (I hate that unless you know WHY you're doing it and most don't) C) you are running pretty small at .050 numbers and D) the LSA is at least 110 if not 112.

All that adds up to a soggy bottom end and to make that cam RPM to peak (and past peak a little) the cam grinder moved the events around to get the RPM where he wanted it.

I don't know what heads you have either.

Post that up and let's see where you are. In 1980 I built a 318 with a Strip Dominator and 1.750 headers and a 3500 converter. The guy made money with that thing every week.

So RRR nailed it. It's in HOW you build what you HAVE that's important. But I'm not a fan of band aiding a compromised cam grind by using an intake that has more flaws than Jimmy Carter has pills.
 
AND!!!! AND!!!!!

On top of it all, the OP is being insistent on a Definitive answer when there is none because it such a flexible option. We also have ZERO information about HIS particular combination which would be an extremely helpful.

Not looking for a definite answer. I understand that you have to use components so they work together. As far as my combination goes, I really don’t have one yet. I’m trying to have a little better understanding before I spend 3200 on a bottom end then another 3000 on heads and another who knows what on cam and valve train. Then comes the nickel and dime stuff. I know I’m gonna build a stroker for the dart this summer. I talk to blue print about an our ago. There using the icon 977 piston. 23cc dish. Not sure about depth in the hole. For got to ask. Then the trick flows I want use are 60 cc chamber. This is nothing more than numbers on a piece of paper as of right now. Hope this helps
 
I agree when you compare a 4 inch arm stroker to a stock stroke whatever CID you want.

Disagree on single vs dual plane on the same stroker. But there is plenty of torque for low speed driving. There should be no issue really.

I agree. Trying to eek out every last ounce of power/torque that might be in an engine means that there are trade offs. Tire height, rear gears, vehicle weight, cubic inches, camshaft, compression ratio, intended use of the car, etc..... You have to look at the entire picture to make decisions that work in harmony with each other.
 
When I first joined this site y’all told me to ask so I’m asking. Not trying to annoy any one
 
When I first joined this site y’all told me to ask so I’m asking. Not trying to annoy any one
Naaaaaaa, it certainly sparked a great thread!

Another side topic to the answer is also what one considers a street engine and what there willing to put up with.
 
When I first joined this site y’all told me to ask so I’m asking. Not trying to annoy any one
well, every now and then (more now's than then's..lol) the silver backs in this exhibit will bump chests...… :D
 
When I first joined this site y’all told me to ask so I’m asking. Not trying to annoy any one

Nobody's annoyed at all. It's a great discussion so far.
 
Naaaaaaa, it certainly sparked a great thread!

Another side topic to the answer is also what one considers a street engine and what there willing to put up with.

every vehicle I got is over 30 years old. My daily driver is a 93 d350 so I would say I’m probly on the side of (most people wouldn’t drive that on the street) in other words. Loud exhaust,no ac, no radio and it chirps tires even when u don’t want it to are where I live. Don’t need power steering or brakes.
 
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