LS3/L92 dual plane carb intake
03-19-2010, 10:40 AM
#21
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The dual plane looks to be either delayed or given up on...
Too bad. I know the single plane offers higher HP, but for my application I'd like to keep the torque in the lower side. I did start down the path of Injection for the project and bought a FAST LSXR 102mm intake...but changed my mind again and now it's on Ebay.
Since I'm starting with a bare block...the injection was just going to mount my costs into the stratosphere by the time I nailed the computer, harness, TB, etc...
A Holley 950 HP and a single plane from Edelbrock will likely be atop this first.
Too bad. I know the single plane offers higher HP, but for my application I'd like to keep the torque in the lower side. I did start down the path of Injection for the project and bought a FAST LSXR 102mm intake...but changed my mind again and now it's on Ebay.
Since I'm starting with a bare block...the injection was just going to mount my costs into the stratosphere by the time I nailed the computer, harness, TB, etc...
A Holley 950 HP and a single plane from Edelbrock will likely be atop this first.
03-29-2010, 12:02 PM
#22
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Better image of the dual plane intake. Still no word on if, when, or how much.
Once I'm ready for the Intake, I'll likely go with the single plane if it isn't out yet....
Still prefer the lower end torque....though these motors seem to deliver decent torque regardless.
03-29-2010, 12:42 PM
#23
The idea of better low end torque out of a dual plane is really not the best idea carried over from the SBC/BBC world.
Like you said they produce power no matter what. The real theory behind lower to mid range rpm power as opposed the heavy breathers above 6500+ is in the port design meaning the cathedral, LS7, C5R, or rectangle.
Like you said they produce power no matter what. The real theory behind lower to mid range rpm power as opposed the heavy breathers above 6500+ is in the port design meaning the cathedral, LS7, C5R, or rectangle.
04-24-2010, 06:51 PM
#24
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I have no idea what the outcome of a dual plane on LS3/L92 would be. I can only predict based on what I have seen through imperical data from dyno tests run on similar or even disimilar engines. Again, I have no idea what it would be and look forward to a test/comparison.
In looking at an LS2 run with an Edel. dual plane Performer RPM vs. a single plane Vic Jr....
The torque at 3500 rpm was at 465 dual plane/420 single plane.
The torque on the dual maxed out at 475 around 4300 rpm while the single plane maxed out at 465 around 5000 rpm.
Horsepower had a different story with the dual maxed at 6000 rpm with 473 and the single plane maxing out at 6100 rpm with 485 HP.
The graphs tell a more interesting story than numbers at given points...
The dual plane in this situation provided more HP up through 4700 rpm where they cross...
Yes, I know that this is a cathedral test, but engines are breathing machines and this sort of expectation is not a jump in the dark. Again...I'd love to see a comparison on L92 heads and see if it holds true, but for SBC, BBC, and LS1 and LS2, the dual plane formula seems to hold true.
In looking at an LS2 run with an Edel. dual plane Performer RPM vs. a single plane Vic Jr....
The torque at 3500 rpm was at 465 dual plane/420 single plane.
The torque on the dual maxed out at 475 around 4300 rpm while the single plane maxed out at 465 around 5000 rpm.
Horsepower had a different story with the dual maxed at 6000 rpm with 473 and the single plane maxing out at 6100 rpm with 485 HP.
The graphs tell a more interesting story than numbers at given points...
The dual plane in this situation provided more HP up through 4700 rpm where they cross...
Yes, I know that this is a cathedral test, but engines are breathing machines and this sort of expectation is not a jump in the dark. Again...I'd love to see a comparison on L92 heads and see if it holds true, but for SBC, BBC, and LS1 and LS2, the dual plane formula seems to hold true.
05-01-2010, 10:06 AM
#25
06-19-2010, 10:23 PM
#26
Pace Performance now has the LS3 dual plane intake for carbs.
Tall deck model
http://paceperformance.com/index.asp...&ProdID=273193
Standard deck model
http://paceperformance.com/index.asp...&ProdID=273192
Both are $479.95. I wonder how these perform in comparison to the single plane models, hopefully it will still have solid low and mid-range torque performance.
Tall deck model
http://paceperformance.com/index.asp...&ProdID=273193
Standard deck model
http://paceperformance.com/index.asp...&ProdID=273192
Both are $479.95. I wonder how these perform in comparison to the single plane models, hopefully it will still have solid low and mid-range torque performance.
06-20-2010, 08:56 PM
#27
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Wow thats a lot of money for an intake. I think I'm gonna have to wait to see some dyno numbers before I sell my first born to support my speed habit!!!
$ 440 at this site:
http://www.superchevyperformance.com...p/19244037.htm
$ 440 at this site:
http://www.superchevyperformance.com...p/19244037.htm
07-06-2010, 11:45 PM
#31
John, are you selling the manifolds at list price or less?
12-09-2010, 12:39 PM
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was looking at just using the edelbrock aftermarket rails...drilling and tapping those mount holes would be easy.
what's the machining charge for the injector port drilling??
what's the machining charge for the injector port drilling??
