The thing is that as far as most run of the mill salesmen are concerned the tried and true is that single planes don't work below 6k. They are almost guaranteed to recommend a dual plane for any engine once you tell them 5700- 5800 max. To them the experimental theory is that you would consider running a single plane below 6k. I'd like to see an actual comparison.

Ya the call was a spur of the moment thing but like I said even after questioning the rep about 3 times I just let it go and thanked him for his time. Rookie made a pretty good point and experiment with literally running each under the hatch with little to no difference until he did some engine upgrades etc with the single plane clearly making more power.

This kind of throws away engine building 101 in my opinion yet proven to work. Still interesting with Rookies test. Difficult to not take advantage of actual knowledge and outcome. Single plane it is. SB had interesting points about the rpm that I was not aware of.

While on the subject anyone run or have any input on Darts dual plane? Pricey unit.... They do look well designed though,

quoting myself from another forum years back:

So I now know I'm going with single plane. Continplating the Edelbrock sv-565. Any others with experience with them on a 555? Super victor? Victor Jr.? Profiler Sniper? Dart? Merlin x? What ever intake I end up with will end up at valakos to mate up and flow with heads.

4500 flange to fit 1050 Dom

Just put a tunnel ram with 2x4's and be done with it.

That's Exactly why I have 4 Holley 700's on the shelf just in case. Was my original plan.... Thought I'd keep it simple so ended up getting another 1050 to match other. Build one of each? Dyno both.

Maybe just look for a couple AMC Pacer engines and be done with it.

Too small for a big BBC. About right size for small block. Yes, I know. 2 carbs on a tunnel ram.

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Going in this

FWIW.

Sometimes, when you have a 570 inch big block, with ported heads, and goodies, the 30 year old "smaller is better" train of thought, goes right out the window. What applied to 454 build ups many years ago, doesn't necessarily apply to a modern day big CI engine. Back when guys thought slapping on a 1050 dominator and single plane, on a 8:1 truck engine was a good idea, and quickly learned that it wasn't. But, a hot 565ci in an offshore boat, would have no business with a dual plane intake, in my opinion.

here's a 572ci engine, making 800hp at 6,000rpm, and 750+ ft lbs of torque at 4500rpm. You can see what choking the engine with a 850 carb and fairly restrictive GM intake did, compared to a Profiler Sniper jr and dominator. Talking 50+hp gain from intake and carb at peak, and still killed it in torque at the lower end. Going smaller doesn't always mean more torque. Would the 850 carb combo be more crisp in a street car cruising around town with a tight converter , probably.

Thus my airflow info on post #13 above. Sheds a lot of info + mental images in a millisecond when looked at it this way.