Intake manifold choice
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manifold
i would like say your choice of manifold should be done depending on the camshaft you are going to use in the motor if it is stock than i would use the performer manifold as it will give lots of vacum so you can run all of the vacum pieces ex distrbuter,trans,wiper, power brakes if you are going to run a camshaft that has a lump to it (shortform) i would use the torker and you will give up some vacum but will give you a little more hp if you are going to just cruise my choice is the performer
hope this is of help to you
thanks bob
i would like say your choice of manifold should be done depending on the camshaft you are going to use in the motor if it is stock than i would use the performer manifold as it will give lots of vacum so you can run all of the vacum pieces ex distrbuter,trans,wiper, power brakes if you are going to run a camshaft that has a lump to it (shortform) i would use the torker and you will give up some vacum but will give you a little more hp if you are going to just cruise my choice is the performer
hope this is of help to you
thanks bob
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IMO you certainly want to stay with a dual plane intake vs single plane. The dual plane will give you more low end "grunt" especially using a 283 in a large car like a 56 wagon. IF you were doing a very light car with perhaps more CID, more gear, then a single plane can be made to work. Stick with the Performer.
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Performer all the way 
:tu
:tu
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OK, Thanks guys!! My 283 has a decent cam in it but is mostly stock. I will stick with the performer. I have a performer on the wagon now. I wanted to buy a pollished Edelbrock 500 carb from a guy and he wouldn't separate it from the Torker. Thus I now have a Torker.
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A guy I was working with (RIP Brian) pulled the single plane off this '69 Camaro and sold it to me cause he wanted a duel plane on his engine. He said other's told him a single plane wasn't a good choice for the streets.
I was re-building the Q-jet on my 150 Handyman last month. when I pulled the carb THAT was the moment I remembered it has a single plane intake on it. One that's been on the Wagon for close to 30 years I'd say. It was on the engine when my friend Steve sold it to me in 1988.
I never realized how much I like the intake or the performance it gives. I know I can hear the 225/70/15s barking even going in to 3rd gear. (1970s Muncie and 3:55 gear in the rear)
Even a 4th gear bark has been possible with my Wagon.
I was re-building the Q-jet on my 150 Handyman last month. when I pulled the carb THAT was the moment I remembered it has a single plane intake on it. One that's been on the Wagon for close to 30 years I'd say. It was on the engine when my friend Steve sold it to me in 1988.
I never realized how much I like the intake or the performance it gives. I know I can hear the 225/70/15s barking even going in to 3rd gear. (1970s Muncie and 3:55 gear in the rear)
Even a 4th gear bark has been possible with my Wagon.
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OK, dumb question time. Is a two plane the one with a divider in the middle of the intake under the carb?
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manifold
you are correct
thanks bob
you are correct
thanks bob
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508 Posts
You would think a single plane would be better than a dual plane, almost straight in the cylinder heads with a single plane. I was always told get it in quick then squeeze it then get it out fast that makes HP. I'm not sure of what the difference is as far as performance is concerned. Can any one explain or send a link explaining that? thx GKK
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As far as performance a dual plane with its longer runners and divided plenum favors low to mid rpm performance usually providing more torque and hp in these ranges and is usually easier to get a good idle quality , The single plane sacrifices low end torque and hp and starts working well at upper mid to high rpm due to the short and usually larger runners and large shared plenum.
Also a dual plane is somewhat more tolerant to over size carburation
because each cylinder only "sees" half the carb.
Dual planes like the performer rpm airgaps have some of the plenum divider removed and larger runners making them behave as a hybrid. Also installing a open spacer or grinding out the divider on a dual plane will generally make it produce hp up higher but will give up some in the lower rpm ranges generally.
Regards, Robert
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