Carnut1 wrote: ↑Thu Jun 21, 2018 8:08 amStats, as with everything it is in the combo. Weight, gear, converter, tire size, compression, cam. I think the cross over rpm is 3500-4000 rpm, if you start making real power over this single plane all the way. I have done detailed experiments on intakes, vic jr, on roller 383 in 5800 lb truck with stock converter and 3.73 gears. Pulled great over 3500 rpm, couldn't chirp the 33' tires from a stop. Same combo dual plane and instant tire smoke. A high winding 306 Ford ran better with a dual plane because it needed the torque boost in the mid range and still pulled to 6800 rpm. Still a 3000 lb ride with tko-600 and 3.73 gears. We had plans to upgrade to hotter heads and a single plane to up the rpm and lower the E.T. but never happened. Thanks, Charliestatsystems wrote: ↑Wed Jun 20, 2018 4:43 pm I don't know how you guys do it, but why is it I've been ditching dual plane intakes for decades and not lost power or made the car undrivable. Never had a complaint about no bottom end or none of that.
Surely, Chevrolet could be so stupid as to do what you suggest.
Well just make shit up as you go then. Who is talking about a tow rig? Are you buying the engine in the OP and drop that in your tow rig? If so, that's on the idiot consumer.
As for all the leg humping on dual plane intakes I can tell you the cross over ISNT nearly as high as you think. It never is. IDGAF what the dyno says (much like a flow bench at times) because in the car, the dual plane has been slower every time I tested it. And that's not just once.
I suspect the problem is some of you can't tune. That's the only option.
BTW, if your asses are so sensitive, so supple, so accurate as to see 20 pounds of torque at part throttle you should be calling some real race teams. Because your asses certainly are more accurate and sensitive then a time slip or lap time.