Help pick the correct bin plzz

[CDeeZ]

Engine looks good! Consider a single plane next time. A dual plane is good for street manners with a carburetor since it's dependent on vacuum signal for fuel delivery. EFI doesn't care though!! I put a single plane on my 355 TBI I'm working on and I haven't driven it yet because I'm still working on building the 4L80 for it, but I can tell it's going to rip! I don't expect it to sacrifice one bit of low end with the single plane either.

[Ed_p]

higher RPMS like the single plane for sure. Dual plane is better for low end grunt... it's only cammed for 4500rpm

[Fast355]

higher RPMS like the single plane for sure. Dual plane is better for low end grunt... it's only cammed for 4500rpm

Does not matter with a TBI in the least. Once you dial in the fueling it will make every bit as much torque with a single plane as it does a dual plane and pull another 500-1,000 rpm up top. I was running a victor jr 2bbl on a Vortec headed TBI 350 with a factory LT4 cam with 1.6 rockers. Stock 1,600 rpm converter and 3.08 gears in my old 1983 G20 van. Stabbing the throttle from idle it would instantly burn the P295/50R17s off all the way through 1st gear. Around town and on the highway in OD with the converter locked it pulled every bit as well as the dual plane and when you hammered on the throttle and got some RPM in it, the thing absolutely ripped. I had a table top flat HP curve from 5,000-6,500 rpm with that little 203/210 @ .050 cam. Shifting at 6,500 rpm, I ran a 14.1 @ 101 on a 2.2s 60' time at 5,300 lbs.

[Ed_p]

we'll agree to disagree then...ok?

[CDeeZ]

Don't take it personal or anything. It's not really a matter of agreement or personal opinion. There are lots of posts on TGO where people kicked around the idea of running an single plane on a TBI setup. Unfortunately it seems most of them succumb to the notion that somehow a single plane means a noticeable sacrifice in low end torque and streetability. This could hold true with carbs like I mentioned because they are dependent on a consistent vacuum signal for fuel delivery, so you can't as easily have it both ways. With a carb you are forced to choose single plane for high RPM powa, or a dual plane for low RPM powa, knowing that there will be some compromise with either choice.

TBI or EFI in general just doesn't care becuase it's going to inject the programmed amount of fuel in regardless. That's the difference. Look at the LS engines for example.... The LS1/LS6 style is basically a single plane short runner setup. The truck LS intakes are fugly, but also resemble a single plane or high rise intake setup. So there's precedent here, the OEMs have embraced this thinking.

I think the problem is since TBI was basically a transitionary period from carbs to EFI, alot of the thinking, and even the parts are hold overs from the carb days..... Look at a stock TBI intake for example. Just a junky 2 barrel dual plane carbed intake basically...

Hopefully I'll finish building this 4L80 soon that's going behind my 355 TBI with a single plane... I forsee that it will embarass many unknowing victims from one stoplight to another, as well as rip stumps out of the ground while laughing it all off.

[Fast355]

Don't take it personal or anything. It's not really a matter of agreement or personal opinion. There are lots of posts on TGO where people kicked around the idea of running an single plane on a TBI setup. Unfortunately it seems most of them succumb to the notion that somehow a single plane means a noticeable sacrifice in low end torque and streetability. This could hold true with carbs like I mentioned because they are dependent on a consistent vacuum signal for fuel delivery, so you can't as easily have it both ways. With a carb you are forced to choose single plane for high RPM powa, or a dual plane for low RPM powa, knowing that there will be some compromise with either choice.

TBI or EFI in general just doesn't care becuase it's going to inject the programmed amount of fuel in regardless. That's the difference. Look at the LS engines for example.... The LS1/LS6 style is basically a single plane short runner setup. The truck LS intakes are fugly, but also resemble a single plane or high rise intake setup. So there's precedent here, the OEMs have embraced this thinking.

I think the problem is since TBI was basically a transitionary period from carbs to EFI, alot of the thinking, and even the parts are hold overs from the carb days..... Look at a stock TBI intake for example. Just a junky 2 barrel dual plane carbed intake basically...

Hopefully I'll finish building this 4L80 soon that's going behind my 355 TBI with a single plane... I forsee that it will embarass many unknowing victims from one stoplight to another, as well as rip stumps out of the ground while laughing it all off.

ALOT of people kicked it around but I have done it on more than one engine. I also messed with a 406 small block years ago that had two OEM 350 TBI units on top of a tunnel ram. It is one of the worst setups to run streetably with a carb, but with TBI it ran FLAWLESSLY. Idled at 850 rpm with the a/c on all day in gear and would pull all the way to 7,200 rpm. It was in a 39 Chevy with a 4L80E behind it.

When edelbrock cast their intake manifold for the TBI to MPFI conversion system they used a low rise single plane similar to a Torker II. Incedentally a friend of mine just put a Torker II on a TBI powered Yukon that has a 350 TBI with a stock vortec cam. I have not even had a chance to mess with the tuning, but even on the stock tune the thing rips and pulls much more strongly across the whole powerband.

[Ed_p]

Well I think if we compare carb to carb Dual plane does what I want and need it to do. My initial thought was if I couldn't get this TBI to tune right I'd have a backup plan to go spreadbore carb, ALSO - my builder only has the means to dyno a carb motor and he is testing a couple things that he has been working on and my engine is somewhat of a canvas for that, noting too too crazy, just something that he's been toying with so basically he needs to DYNO it in order for me to get my gratis work out of him, so there's allot of factors at play. When I want to go fast I jump in the Porsche. I just need this thing ( initially for sand, beach) but now I am moving to SD and I may need it for snow. I doubt it will ever go over 5K, cam is designed for 4500rpm. I'll post a dyno sheet here soon. His dad is sick and last weekend didn't happen. Someday when I build a 2wd street truck I'll spin it up to 7K, but first things first.. I won't have an engine builder so I'll have to find a SD builder...wish me luck