I'm not the sharpest pencil in the can, but why are you going with a single plane manifold with a 360 stroker? Wouldn't you be better off with a two plane considering that you aren't going to be revving as high as a shorter stroke engine would?
Your build looks like you are trying to go two ways at once. High rpm and stroker all at once. Pick one.
I'd focus more on TORQUE than horsepower BECAUSE you are planning a stroker. We don't have any autobahns around here...
I'd plan my engine with a lower compression so I could run on regular pump gas. The power you give up with compression you MORE than make up with displacement. And those heads. And exhaust scavenging. And the right size carb. And red paint. (Scientific fact, red cars go faster, metallic flake optional).
Don't plan the build for the track if you are driving on the street. Unless you're planning on running something like 4.56 gears and never plan to get out of first gear between stoplights on the way to the grocery store.
I wouldn't run that cam either. I'd be more likely to run their XE268HR-10 or XE274HR-10 if I were going to run a Comp Cams cam.
Torque is a measurement of rotational energy (or physical force), horsepower is a calculation of that same rotational force with consideration for how often that force occurs to determine how much "work" is being done. everything else being equal whenever you increase torque you also increase horsepower. the two aren't mutually exclusive.
Imagine you have a big heavy concrete wheel standing in front of you, You kick the top of it as hard as you can and it moves a little. however far you moved the wheel is sorta like measuring how much torque you applied to it.
Now imagine the guy next to you also has a concrete wheel in front of him, he's kicking his concrete wheel equally as hard as you but doing it twice as often.
He has the same amount of Torque but due to more "kicks per minute" he has a lot more horsepower.
If you were racing, He's gonna beat you to the finish line every time.
This is the basis of how engine performance is measured, except the concrete wheel is the crankshaft and instead of kicks we burn air and fuel once per every TWO revolutions.
When you add a stroker kit to an engine you are giving it a much harder kick.
When you modify the engine produce it's power at higher RPM with a bigger cam or better flowing cylinder heads and headers you are giving it more kicks per minute.
If you wanna be the one who crosses the finish line faster than the next guy, build a motor that kicks harder AND more often! ;)
That's what most people building stroker motors are trying to do!
Now, as for single plane vs dual plane intake manifolds.
Single plane as a general rule will flow more air at high RPM.
Strokers will need more air at ALL speeds, but high RPM is when they can easily be starved for air.
most aftermarket dual plane intakes for small block mopars are made for STREET driven 340 or 360 engines revving to 6000RPM maximum, they're going to struggle with a 400+ cube motor and probably run out of puff at closer to 4800RPM.
The single plane is meant for high revving race 340's and 360's that rev to 7000RPM+
So put the single plane on the stroker 400+ci engine and it will happily rev to 6000RPM and still be nice to drive on the street too.
Think of it like this, If you tell your 14yo kid brother to get a little thin straw and take a sip of your milkshake, as much as he can. he might drink 15% of of it.
You give him a bigger higher flowing straw, and he can still only only sip 16% of it.
He's the street driven small block with the standard stroke. testing out a dual plane and a single plane intake.
So then you try with the little straw and drink 18% of the milkshake. cool, nice gain.
But when you try the big straw. 33% of the milkshake.
You're the stroker motor, testing out dual plane and single plane intakes. you have way bigger lungs and can make the most advantage out of the bigger straw =)
Sorry for the long post guys, back on topic.
