bigman

That's the single plane with the EGR provision.

Dan

Dex

yes

Grumpy

Best street single plane I ever used.

alohamike

Grumpy,
But are you still using it? Any fitment problems to be aware of? Previously you've recommended single plane manifolds for TBI, correct? If I were changing manifolds from stock for the first time, would this be one of your top choices?
Thanks!

bigman

Yeah, what they said. Is it too much for a 305 even with a cam, what about with the stock setup? Where'd you buy it, the only place I can find it is dougherbert.

Dan

RSCamaroGuy92

granted, thats an 11 second car without the juice. And its a 355 with 11:1 compression. I think that intake would be WAY too much for a mildly modded motor. IF you have a BIG exhaust and some kick @$$ heads that cost you a fortune, I think that it would be a good intake, but other than that, I don't think that its worth it.

That's just my $.02

Grumpy

On a 305 might be a little much.
7546, might be a little better. I'm not possitive on the number, but it's a low profile, single plane with a removeable divider. And it worked OK on a 305 with only high ratio rockers.

I had the 7527 on an 84 Firebird, K+N dropped base, 2.25 cleaner, and it jussssst cleared.

The 7525, did wind up on a boat.
Ski boat that is, if you're familiar with how much drag a prop is, and add a couple skiers, when I say it comes off idle well, that is a good manifold. While a dual was a tic cleaner, just off idle the 7525 added like 7 MPH on top.

bigman

The bummer is that the 7525 comes with EGR provision, the other one doesn't 7546. I'll probably hold off for a 350 to put it on. I wonder if it'd be possible to create a plenum divider. Seems like an aluminum plate and some high-temp RTV would do the trick.

Dan

RBob

iTrader: (1)

RTV dissolves in gasoline.

RBob.

alohamike

not having seen a 7525, what makes it too much for a 305? Everyone complains that these engines don't flow very well. I just read the Car Craft 305 buildup from 1999 and they used a single plane with excellent results, preferring it over the dual plane. It pulled 20in of vacuum with the stock cam, just like the stock manifold.
So, is the corporate thinking of the board that dual plane manifolds remain the best choice for TBI applications? I don't want to beat a dead horse, just trying to satisfy my curiousity by asking my much more experienced Gen3 brothers.
Thanks

Mike

Chuck!

It would seem overkill on a stock heads/cam LO3. The power band is to like 2,000 - 7,000 aint it?

Add heads and a pretty big cam and you'd be cookin with that manifold, but I dont know how high I'd rev a stock bottom end LO3...

bigman

OK, JBWeld

single plane versus dual plane. A single plane manifold typically though not always has larger, shorter runners and a larger plenum. This allows it to feed the higher demand that higher rpm requires. However, at low rpm, the vacuum signal is less and the inertia of the air fuel mixture is high compared to a smaller plenum and smaller runners, and less fuel is able to get into the cylinder than if things were smaller. I hope something here is clear, because I know what I was trying to say but I don't know if anyone else will.


Dan

alohamike

so what's the deal with the newer design dual planes that cut out part of the divider to allow the cylinders to draw from both sides of the carb/TBI? It's not a true open plenum but it isn't a true dual plane either.