HighLiner

iTrader: (1)

stock LQ4 with 243 heads, LS9 head gaskets, Tick torquemax stage 2 cam, oil pump and trunion upgrades.

3000# car, TH350, ATI tight nitrous convertor (stalled about 4K behind the old small block), 4:10 rear and 28" tire.

I have a few things left to get: 1 7/8" headers and more than likely a Daytona Sensors box. I have a couple of carbs to try including a 950 ProSystems.

What would the recommended intake be?

JoeNova

Edelbrock dual plane.

Doug G

VicJr since it looks like you'll be hitting the track and spraying it

dogsballs

Seeing its cathedral definitely super vic

The stunningman

iTrader: (47)

Tight nitrous converter means he is most likely going to use nitrous. I would say you are in the minority when it comes to spraying a dual plane intake. Distribution will be more even with the victor and super victor.

JoeNova

In all of the builds I've done, N/A with a fuel injection cam, the dual plane has outperformed the Holley single plane and the Vic Jr every single time.

As long as he doesn't use a junk plate and it has a sprayer for each runner, distribution will be fine. It won't escape from one runner to another.

HighLiner

iTrader: (1)

It won't be a dedicated nitrous car but it is on board. The converter is just a left over and more than likely be restalled.

The stunningman

iTrader: (47)

Most guys are running a "junk" plate and not a fogger to start with. Especially budget set-ups.

I'm on board with the guys saying single plane regardless. A dual plane may be a better option N/A for low end torque, but with nitrous in the future, I would just do it once and be done with it.

Pop N Wood

iTrader: (1)

Depends on what you mean by "outperforms".

JoeNova

With a 6200-6400 rev limiter, the Edelbrock dual plane made more power/torque than either the Holley or Vic Jr from idle to redline, with more part throttle torque for driveability.

HighLiner

iTrader: (1)

Have you tried cutting the center divider like worked on the old school small blocks?

Pop N Wood

iTrader: (1)

Let me guess, stock truck cam and valve springs?

JoeNova

Most of the cams in the 22x/23x range, just under .600 lift. PAC valve springs.

under pressure

iTrader: (13)

Can a single plane combo be set up to outperform the dual plane with the same compression, cubic inches and heads for the similar RPM range as the dual plane?

speedtigger

iTrader: (16)

With a 4000 stall I do not think you will see any of the benefits that a dual plane can offer. I have tested a #3700 car with a 3,000 RPM converter with both the Edlebrock Performer RPM and the Victor Jr. The Performer RPM was 5 hundredths quicker in the 60' but the Victor Jr made that up by the end of the 1/8th mile. In the 1/4, the Victor Junior was 1 tenth and 1.5 MPH faster. These tests were done with a 222/224 112+2 camshaft. With your larger camshaft and higher stall converter, I would run the Victor Jr for sure. If you had ported heads, I might even recommend the Super Victor if you had the hood clearance for it.

Did you get the LS2 Stage 2 cam(231/235) or the LS1 Stage 2 (226/234) cam? My car went 11.04@121 with a cam identical to the LS1 Stage 2 cam back when I had a SBE 6 liter. It is a nice working camshaft.

HighLiner

iTrader: (1)

LS2 version

I'm not sure how much they differ.

speedtigger

iTrader: (16)

The main difference is the LS2 version has a later intake valve close, so the power curve will be moved up versus the LS1 version. You could advance it a couple degrees if you are comfortable with that procedure and check the intake valve clearance just to be safe if you do.

pantera_efi

iTrader: (1)

The use of a "Dual Plane" intake "H" on an engine with the GM 18726543 firing order may not be the best choice.
The intake manifold, if designed well, will measure a MAP of 106+ KPA on a 101 KPA BARO day.
This supercharged effect is a result of manifold design/engine firing order.

When the GM firing order of 18436572 is used, the "H" Dual Plane will work better.

My data is from MAP measurement at engine "song".

Lance

TXsilverado

iTrader: (18)

here is my experience. I've had the truck manifold, ls6 manifold, fast 90mm, ported fast 90mm and a vic jr. I've sprayed every one of these intakes too.

vic jr gave snappier throttle response, better top end, better track times, better nitrous distribution. just make sure to have a cam cut that's intended for a single plane intake. you can keep your KPA numbers. a time slip tells the actual story.

I've seen engines touch 102 kpa before...never seen 106+. not saying it's impossible as i'm not a professional tuner. just haven't seen it with all the intakes above installed on motors anywhere between 5.3 and 6.7. I find the "supercharging" effect to sound bogus. the motor is sucking air. there is no supercharging effect without something forcing air down the motor's throat.

TXsilverado

iTrader: (18)

it depends on how you're using the car. a dual plane would probably out perform a single on a road course where youre in and out of the gas with a smaller torque cam and converter. with a larger cam and big converter, the dual plane will lose in every possible way. it's all about the application and intended use of the vehicle. we just happen to have more drag racers in this section who spend 0% of their time below 4,000ish rpm in a race where the single plane would shine.

I would recommend the single plane even with the smallest intended shot of nitrous through a plate.