Just looking for some confirmation before I start bolting things together:
Many years ago I purchased an Edelbrock carb manifold for an LS based engine. At the time it was pretty much the only option and it is a single plane manifold. Since then the projects have ebbed and flowed and I now have an application where I could use a 5.3L with a carb and manual transmission replacing a 125hp inline-6 in a 2800# car. It's really a tall gear highway cruiser build, and will probably be running through Corvette exhaust manifolds and fed by a Holley Economaster 4-bbl carb. Rear end choice dictates that no high rpm clutch drops be allowed for fear of tiny differential shrapnel.
Normally for this kind of v8 build I would lean towards a dual plane manifold and a thrifty low rpm cam to maximize low end torque and mpg in something that won't ever get revved. Now there are several dual plane options available.
Is it worth trying to sell the single plane and get a dual plane manifold or should I just bolt it together and not care? I lean towards just going with it since even if the manifold left a lot on the table I'd still be at least doubling the hp and torque across the board vs stock and it probably won't affect economy significantly. What says the hive?
In all honesty the single plane may help with the fragile rear end by moving the torque peak up the rev range a little. I'd say go for it. IT's not like you're trying to haul around a 3500lb lump of iron.
If you have a motor trend on demand subscription or a friend with one, engine masters has a recent single plane vs dual plane video.
Use the single plane manifold. I really believe you won't notice the difference down low without a dyno, and every time I've ever seen Hot Rod or somebody do a test, they are always shocked that a Torker (sp) is so close, and sometimes better than a Performer (dp) in midrange. Camshaft makes far more difference.
And, they look cooler.
Single plane because you only live once, and just blow up the rear end already and replace it with something better. Chicks dig burnouts! Get 'er done!
Build it. If you end up not liking it, you can always replace the intake later.
Vigo
UltimaDork
1/14/19 5:04 p.m.
Single plane because a 5.3 in a 2800lb car with a manual doesn't need every last lb ft.
Every time the guys on Engine Masters on MTOD talk about streetable, usable, reliable power for normally driven cars, it’s Dual Plane. Every time. I trust their decades of experience and their dyno.
Youtube probably has some of the episodes now.
Here’s David Freiburger from and older Car Junkie TV episode:
https://www.youtube.com/watch?v=i2DvnoHWagk
The Air Force asked the same question.
Over 30 years ago, a friend was doing a SBC in a 240z swap. He had a Torker and a very mild cam. I told him he should get a Performer 'cuz that single plane manifold was going to be grim for street driving. Well, he had the manifold and two in the bush is worth ... no, wait.
Any way we built the car with the Torker, cam and headers. The thing was a monster. Grunt from about 900rpm. So we then slapped on a Performer another buddy had with no difference whatsoever in grunt or throttle response. I think the light weight of the car made any difference between the two negligible.
Unless you've got money to burn, run the Torker. It'll be fine.
I ran that same manifold on a 6.0L LQ9 with a Holley carb. Mine was in a super-light boxy S10 shortbed with 4.10s and a 6 speed (about the same ratio spread as 3.08s with a 700r4). Torque was never a problem.
The dual plane does have benefits in fuel suspension and low rpm operation, but the Edelbrock seems to do a fine job with that particular single plane design. Mine didn't even have a choke, and aside from having to pump a few times on cooler mornings, it was pretty easy to deal with. The cathedral ports are so velocity-efficient that it seems to not care what it gets from the manifold as much as maybe an oval port or D-port.
I'm saying, just do it. You'll be fine.
