Single Plane vs Dual Plane Intake Manifold, Which One Is Right For You? скачать в хорошем качестве

Single Plane vs Dual Plane Intake Manifold, Which One Is Right For You?

Ever looked at those racy single plane intake manifolds and wondered how they work on regular cars? Let's clear that up! I just swapped my dual plane for an AFR Eliminator single plane on my 383 small block Chevy (9.8:1 compression, AFR 195cc heads). Why? Let's break it down. Believe it or not, understanding intake manifolds starts with the carburetor. Fuel enters the bowl, flows through the metering block, and out the booster, where it atomizes and vaporizes. Unlike fuel injection, we're dealing with a heavier-than-air mixture of air and fuel. This is important! Dual plane intakes have longer, more winding runners. This emphasizes velocity at lower RPMs – great for street cars that live under 4,000 RPM. The Edelbrock Performer RPM is a classic example. The air and fuel mixture has to make multiple 90 degree turns on its way to the cylinder head. Single plane intakes, on the other hand, have a larger plenum and shorter, straighter runners. This is all about maximizing airflow at higher RPMs. Think race car, bracket car – engines that spend their lives above 4,000 RPM. Because of the larger plenum volume, this gives the cylinders a larger battery to pull from. With dual planes, manufacturers sometimes divide the center plenum to improve high RPM efficiency. But this can also cause reversion issues because air and fuel don't like sharp turns. A carburetor spacer is also an option. While you may lose some lower end torque, it maximizes lower end RPM torque. So, how do you choose? The dual plane prioritizes torque, keeping the air/fuel mixture moving at lower speeds, and the single plane relies on higher RPMs to overcome its larger plenum and shorter runners, maximizing upper RPM power. The key is understanding that the dual plane has a longer intake runner for more low end, and the single plane has less sharp turns for a more direct flow of air and fuel. My 383 is becoming more of a dedicated bracket car, so the single plane makes sense for me. I also anticipate that the single plane intake will be more consistent for my race car. The single plane gives a more direct path for the air/fuel mixture to the combustion chamber and that leads to more consistency on the drag strip. Ultimately, the intake manifold you choose needs to match your car's application and your goals. If you're starting out, the dual plane (like the Edelbrock Performer RPM) is hard to beat. It's been around for a long time, and for good reason, it works! I anticipate extending my shift point just a little bit now that I have this new single plane installed! What intake manifold would you use? Let me know in the comments! Now, let's get out to the garage!