BBC 555 dart vs rpm intake
#11
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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.
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Straight bottoms and flat decks
Straight bottoms and flat decks
Last edited by bck; 05-14-2016 at 12:33 PM.
#12
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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.
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,
#13
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quoting myself from another forum years back:
Originally Posted by sb
All100% VE to put on level playing ground:
302cid at 8100 rpm = 1,225,000 cubic inches of air consumed per minute
350cid at 7000rpm = 1,225,000 cubic inches of air consumed per minute
406cid at 6000rpm = 1,225,000 cubic inches of air consumed per minute
454cid at 5400rpm = 1,225,000 cubic inches of air consumed per minute
502 at 4800 rpm = 1,225,000 cubic inches of air consumed per minute
540 at 4500rpm = 1,225,000 cubic inches of air consumed per minute
302cid at 8100 rpm = 1,225,000 cubic inches of air consumed per minute
350cid at 7000rpm = 1,225,000 cubic inches of air consumed per minute
406cid at 6000rpm = 1,225,000 cubic inches of air consumed per minute
454cid at 5400rpm = 1,225,000 cubic inches of air consumed per minute
502 at 4800 rpm = 1,225,000 cubic inches of air consumed per minute
540 at 4500rpm = 1,225,000 cubic inches of air consumed per minute
#14
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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
4500 flange to fit 1050 Dom
#16
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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.
Maybe just look for a couple AMC Pacer engines and be done with it.
Last edited by getrdunn; 06-19-2016 at 09:05 PM.
#17
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#19
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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.
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.
#20
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Thus my airflow info on post #13 above. Sheds a lot of info + mental images in a millisecond when looked at it this way.