Carb Dual Plane Intakes for EFI use ??

[B'klyn9C1]

Grumpy or anybody,

What have you or any of your friends have seen regarding the adapting use of carb style dual plane intake for port EFI use like the way we have seen for the single plane intakes???

I know that GMPP makes a carb dual plane intake for the LT1/LT4. Why not an EFI version??

Has anybody adapted an Edelbrock Performer RPM Air-Gap Intake Manifolds for port EFI use???

BTW, Can these newer design dual planes be used on motors that rev to 7000 RPM's ????

 

[grumpyvette]

Grumpy or anybody,

What have you or any of your friends have seen regarding the adapting use of carb style dual plane intake for port EFI use like the way we have seen for the single plane intakes???


you may want to read thru these links ,below, the intake runner cross sectional area runner length and plenum volume,are a totally different design between the two styles of intake because the intended rpm ranges and air flow volume & port speeds are designed to be different, as will the cam duration, and LSA that matches , either of the intake designs to maximize flow rates and an EFI intake is basically a DRY intake design,
flowing only air until it enters the cylinder-heads where fuel is added in a fogged cloud VS a carburetor intake which is designed to flow "WET" I.E. flow a MIX of fuel and air and keep that fuel suspended in the air flowing into the cylinders, and everything going into a cylinder needs to be efficiently scavenged by a tuned header matched to the intended rpm range and displacement to maximize your power curve

http://victorylibrary.com/mopar/intake-tech-c.htm#new
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viewtopic.php?f=55&t=858
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viewtopic.php?f=38&t=1002&p=1804&hilit=+plates#p1804
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viewtopic.php?f=56&t=260

keep in mind the basic dual plane intake design, is meant to have half the plenum volume, and longer runner to increase air speeds in the intake port runners to enhance low and mid rpm air speed in the ports, while single plane designs generally are meant to use a single larger plenum to maximize high rpm cylinder flow rates, is most guys adapt single plane intakes to EFI rather than dual plane intakes for two simple reasons,
First EFI fuel supply rails usually place all the injectors upper ends on each bank at the same height and while runners on a single plane intake tend to be all at the same height, dual plane intakes usually don,t have runners at the same height making the location of the injector bosses or machining their heights more difficult, (but not impossible) to match on a dual plane, (obviously you could drill the fuel rail differently to compensate) AND with a common PLENUM and injectors spraying fuel directly at the back of the intake valves, air flow and port speed are not a huge issue with a single plane intake, at lower engine speeds,to maintain low rpm response,with an intake modified for EFI, to maintain fuel distribution, like it is, commonly with a carburetor supplying the fuel further up the runners, where the higher air speeds in the ports are almost mandatory to hold the fogged fuel mist in suspension, on a carb intake design

I know that GMPP makes a carb dual plane intake for the LT1/LT4. Why not an EFI version??

SEE ABOVE ANSWER

Has anybody adapted an Edelbrock Performer RPM Air-Gap Intake Manifolds for port EFI use???

yes Ive seen it done and it does work but the benefits are not a great deal more than a properly set up single plane, intake, unless your combo concentrates on making power in the 1500rpm-5000rpm power band where the faster average air speeds help fill the cylinders more effectively and it takes more effort to do, that, making it impractical,compared to use of a single plane unless your looking to use gearing that keeps you in the 1500rpm-6000rpm range of the dual plane intake, as the markets rather limited. most guys wanting to build a killer engine combo don,t really care about off idle torque nearly as much as peak hp

BTW, Can these newer design dual planes be used on motors that rev to 7000 RPM's ????

yes they can, but depending on the cam,engine displacement and other factors, at someplace between about 4500rpm-6000rpm the better single plane designs will match or surpass the dual planes power potential, making a dual plane intakes use over 6000rpm, some what impracticable,if your goal is mostly peak hp, as most guys wanting to spin an engine that high or higher into the rpm range don,t also want a great deal of off idle torque and low speed drive ability,, remember if you've geared the car to operate in the 1500-6000rpm band , of most dual plane intakes are designed for its, not going to be cammed correctly or geared correctly for the 3500rpm-7000rpmplus power band of a typical single plane intake

Each component choice made is a compromise, and the drive train must match the power band, you can expect to make efficient power, over a fairly narrow rpm band with a given cam timing and intake and exhaust scavenging design,probably about 3500rpm-4000rpm, wide, before either end of your power band suffers, so you need to gear the car to operate most of its time inside the efficient power band. an engine thats designed to maximize torque over lets say a 2500rpm-6000rpm intended power range, that most dual plane intakes are designed for will have a different cam timing and drive train gearing and intake port configuration than one designed to produce power in the 4500rpm-7500rpm band.
setting up a dual plane intake for MULTI PORT EFI, will provide you with good street manors and good mileage and potentially more low and mid rpm torque, but its unlikely to provide more peak rpm horsepower, than a well designed single plane thats cammed and geared correctly ,could. each design has it strong and weak points

 

[grumpyvette]

any questions?
or areas you want more info on?

 

[B'klyn9C1]

any questions?
or areas you want more info on?

See my questions in the thread about the new Brodix oval port heads for SBC's

But thanx for explaining why dual plane intakes are not used for port EFI. I see EFI versions of single planes all over the catalogs so I figure why not a dual plane intake EFI. Wouldn't be a better street setup than a single plane.

Another reason why I inquired is that friends and car mags have touted and sang the praises of the Edelbrock Performer RPM Air-Gap Intake Manifolds in carb setups. On how they put up great numbers not only in the sub 6000 RPM range which is expected but also in the 6000 to 6500 RPM range and how they are as good as some single plane designs in this range.