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  1. #1
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    Default Best inlet manifold mild 355 with std red heads

    HI
    Are the 308 Edelbrock Performer and GM HDT 5955 outa breath for a 355 ???? Standard rear gear 3.08 diff ,, standard TH400 convertor

  2. #2
    Part of the furniture Deuce.'s Avatar
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    I don't know much about early heads and manifolds. Bit surely smaller ports will build greater torque earlier on and just severely limit rpm.
    But with 3.08 and long th400 gears rpm isn't really what you are shooting for anyway.

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    Should be ok for a stump puller- under 4500 rpm.

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    The heads will choke early, with a dual plane maybe a touch earlier ... At the end of the day the heads are more of an issue than the intake..

    You can cam the crap out of it to get it to RPM, but its the law of diminishing return it'll only go so far ...

  5. #5
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    HI
    TH400 gears are spaced reasonably even. Its the rear diff gear //convertor stall that's the killer .
    Yea I get it the heads are not great but considering its 355 will a single plane be ok or is the gearing still not enough eg reving the motor hard enough .
    The airflow will be faster [comparo to 308] in a single plane considering its a 355 . I`m assuming 2000rpm min needed to work .

  6. #6
    Do you ever leave? EH179's Avatar
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    The 355 wont care about, say, an Edelbrock or Redline Torker manifold sitting on there.

    The camshaft choice will be the key, to work with your gears and stall.

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    HI
    Allready have all newish valve train and all topend except for carb and manifold . The PRE smog heads are less than 5000kms old all new parts with unleaded seats and bronze guides ,new valves etc . Only ran this motor for a year to and from work .


    Have a crow cam flat tappet in another engine around the 220deg at .050 range .


    Say Eldebrock Torker with a mild cam . What about welding in a divider in the plenum . This should help response in the lower rpm range Hmmmmm I wonder ?
    Might restrict top end but who cares the heads are doing that !!!!
    Ideas ????

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    Not a good idea to put a divider in a single plane manifold....or remove the divider in a dual plane. You are altering the design characteristics of the manifold. Far better to use a design that suits the rpm range of the engine.
    Using a Performer or similar DP manifold on a 355 that was made for a 308 will probably drop peak rpm hp 200-300 rpm. If this suits the cam duration & port flow, there is no problem.

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    HI
    Edelbrock air gap rpm for chevs have been experimented with a lot . Based on this there should be some merit .


    But u have to remember the dual plains design is all about bottom end TQ and HP . The tq of a D/plain is designed into it .
    dual plains designed bottom up longer runners . Are the cylinders split on purpose or just for spacing I suspect
    single plains are designed top end down
    By trying to make a single plain produce torque its design lets it down . A single plain has shorter runners .A single plain also generally has bigger runners and plenum .

    Installing a divider would not be as success full as a designed dual plain . Remember the Torker was designed with 253//308 in mind . Never considered for larger .
    This is for a 355 cu in

    Experimenting with a divider would be interesting . I suspect the throttle response would be better re stronger vacuum signal to venturi . Cannot see a negative .


    Cam companies allow 500rpm approx. for 50 cu.in. difference. Approx 5-10 deg duration at .050 on the cam .

  10. #10
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    Lol this has been going on for over 10 years now the old dual plane single debate. Anyway this is off torque powers site
    "The single plane has been available for a few years now and pretty much everyone knows that itís a good thing. Understandably, however, at lower revs it dropped below the other manifolds. Again, this is exactly what youíd expect given that itís made for bigger engines turning faster. Itís also the reason that the company developed the dual-plane, which makes more torque under about 4250rpm. It must be said that the Performer does, too.
    However above 4250rpm both Torque-Power manifolds leave the Performer behind. The Torque-Power dual-plane has been designed for exactly this result. In summary, it provides greater top-end power than other manifolds without sacrificing torque at lower revs. This, of course, is the ultimate aim of general performance tuning".

    On stock red heads at 355 I reckon the performer is still the go maybe with a spacer or some port work if it needs it.

  11. #11
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    HI
    Had not considered the Torque Power dual plain . Sounds similar to the CHEV Perf RPM design .
    The ED Performer and ED Torker were designed many years ago for a fixed Engine sizes 253 /308 specified rpm bands and end users .
    Throw in the engine size 355 and the single plain only gets partial approval .

    Enter a more modern design Torque Power . Depends on pricing but sounds like the top dual plain .

    By comparison the Edelbrock Air gap chev manifold was designed for 350 yet it only stops flowing around 6500 on a 410 cu in . A good dual plain.

    The price and bonnet clearance and length of time till use of engine keeps 3x cheaper units in the running .

    Top dual TQ Power . most costly, best power., bonnet clearance ????

    ED Brock Perf dyno figures avail , affordable
    ED Brck Torker performance as a dual ??
    Redline Torker as above
    Last edited by swampy; 19-01-2019 at 08:09 PM.

  12. #12
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    Yes it is... ☺

  13. #13
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    With the standard gear and stock Th400 stall, this is for a truck or towing?

    Never or rarely any full throttle mostly partial? not going much over 4000RPM except when full throttle?

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    I wouldn't worry about the manifold til you get some port work done or half decent heads.Get some decent heads then get a TP hr dual plane.

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    at least get some VN heads with a good valve job.

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