Vic Jr or dual plane?
04-18-2017, 08:47 PM
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Vic Jr or dual plane? Hey guys, I'm considering changing intakes. I just wanted some opinions for my combo to see which intake I should use.
LS1 all stock with 241 heads, 232/240 .581/.581 110+2 LSA, 750 HP Holley. I'm running a 700R4 with 2800 stall, 4.11 gears and my truck weighs about 3500 lbs. I don't drag race at all, but I'll be doing lots of autocrossing, so I'll bee needing to use quite a bit of low end and mid range torque as possible. I currently have the dual plane Performer RPM. The engine has always had good torque through a useable range, jumps into the power band range quickly, and delivers good low and mid range power to shoot out of the turns quickly.
I'm kinda worried the single plane Vic Jr. will not deliver the low end power I need.
What say you guys?
LS1 all stock with 241 heads, 232/240 .581/.581 110+2 LSA, 750 HP Holley. I'm running a 700R4 with 2800 stall, 4.11 gears and my truck weighs about 3500 lbs. I don't drag race at all, but I'll be doing lots of autocrossing, so I'll bee needing to use quite a bit of low end and mid range torque as possible. I currently have the dual plane Performer RPM. The engine has always had good torque through a useable range, jumps into the power band range quickly, and delivers good low and mid range power to shoot out of the turns quickly.
I'm kinda worried the single plane Vic Jr. will not deliver the low end power I need.
What say you guys?
04-21-2017, 03:59 AM
#4
Post back which works better for you.
Seems like a single plane will be a better match for such a large cam. The only thing that would make me hesitate is the automatic. If you had a manual and could better control your RPM on the autocross than I would say single plane. With the auto on such a nose heavy vehicle I don't know.
But you are going to tell us.
Seems like a single plane will be a better match for such a large cam. The only thing that would make me hesitate is the automatic. If you had a manual and could better control your RPM on the autocross than I would say single plane. With the auto on such a nose heavy vehicle I don't know.
But you are going to tell us.
04-21-2017, 07:44 AM
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I'll be sure to try and let you guys know. It's gonna be hard to really tell what's making the biggest difference when it goes back together. I'm making lots of other upgrades and improvements while the truck is apart for the suspension swap. Basically doing all the things I should've made when I swapped the engine several years ago.
04-26-2017, 12:07 PM
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Engine Firing Order Hi Matt, the Dual Plane intake you have fit should use the GM "older" firing order 18436572.
The Single Plane intake you will fit should use the LS 18726543 firing order.
Measure the MAX pressure in your intake manifold, the "peak pulses".
I have seen 112 KPA with the GMPP LS-1 manifold I made along with PML.
The art of Supercharging is thus measured by observing peak pressure in the runner.
Lance
The Single Plane intake you will fit should use the LS 18726543 firing order.
Measure the MAX pressure in your intake manifold, the "peak pulses".
I have seen 112 KPA with the GMPP LS-1 manifold I made along with PML.
The art of Supercharging is thus measured by observing peak pressure in the runner.
Lance
04-27-2017, 03:48 AM
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04-28-2017, 07:31 AM
#8
I was in the same dilemma . I bought the dual plane even though the single looks cooler because all the test I've read show that on a mild motor the vic gets you a bit more power on the high end but the loss of torque down low is insane , some tests netted a 40ftlb loss under 4000 rpm and in a 70 chevelle with 3:31 gears and a 3000 stall that was important to me . When my car stalls I want it to move not be a dog . But you have a way lower rear ratio and that really plays a huge part .
04-28-2017, 08:02 AM
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I was in the same dilemma . I bought the dual plane even though the single looks cooler because all the test I've read show that on a mild motor the vic gets you a bit more power on the high end but the loss of torque down low is insane , some tests netted a 40ftlb loss under 4000 rpm and in a 70 chevelle with 3:31 gears and a 3000 stall that was important to me . When my car stalls I want it to move not be a dog . But you have a way lower rear ratio and that really plays a huge part .
06-08-2017, 11:12 AM
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Someone made me an offer on the dual plane intake, so it's gone. Also, there's been a new development in upgrades. A friend begged me to take the engine to the machine shop to have it inspected. I was hesitant, but finally agreed. I'm kinda glad I did. The main and rod bearings were scored pretty bad. So, it's getting all new bearings, a new Melling oil pump, new Total Seal rings, and a head upgrade, but keeping the current cam. It'll also be broken in and tuned on the dyno. The builder has been itching to dyno a carbed LS, so he's giving me the dyno session for free!!
