10 replies to this topic

[Ando]

I've been on the Aussie V8 forum & there's a tread 'Yella Terra -3'.

I'm getting these Yella Terra  - ABH 308 - 3 heads ported for a 355 stroked engine, with a hydraulic roller cam (good for up to 7000rpm).

 

Graig Bennett (Torque Power) convinced me to buy the Dual Plan high rise for the engine build & it's useful purpose.

 

The intended purpose for the car is all disclosed in the tread but in a nut-shell; it's got a 9' 31 spline 3.5 Truetrac diff, TKO-600 5 speed, for public road & occasional  strip/circuit fun. The consensus on Aussie V8 is that DP will choke the motor at high rpm & the SP is not an issue on the road & I want the car to drive well on the road with traffic etc.

I want the engine to have a nice broad torque merge to horsepower curve. Before I think of ditching the DP high rise, I thought I'd ask here.

 

So my question are; 1) Has anyone got a TP - DP high rise on there 355-383 stroker & are you satisfied with it especially at high rpm? (1500-7000rpm range)

 

                                 2) Is the SP high rise really an all-round option, suited for public road (90%) & some occasional strip/circuit fun (10%). (3000-8000 rpm range)

 

My head porter is assuring me the SP is not an issue for public road use. If that's the case, I'll will change the DP for a SP high rise at my expense.

 

Thoughts & experience would be greatly appreciated.

 

Ando

[A9X]

G'day Ando.

 

I'm running the alloy -3's on my Ian Tate built small stroker.

Originally built with a dp manilfold and quadrajet, the redline was 6500 but reality is in the club stuff i do, its all over by 6000. We do not run a roller.

 

The car's record speaks for itself, in five years of racing targa over here, we have never been beaten by another muscle car or V8, and regularly set fastest stage times against some serious dollar porsches.

 

Your grandmother could drive my car to the shops and back.!!

 

Now when we changed out the quaddie and went to webbers, the mechy over here said i could easily run to 7000 . HP and Torque dyno figures increased greatly and moved up the rev range. Fact is we still short shift and its still over and done with before 6000 rpm.

 

We have recently ditched the webers and with a shopload of manifilds to choose from, i've gone back to the DP.

 

Hope this helps.

 

 

Edited by A9X, 09 May 2013 - 09:47 AM.

[Lima31]

So my question are; 1) Has anyone got a TP - DP high rise on there 355-383 stroker & are you satisfied with it especially at high rpm? (1500-7000rpm range)

 

Yes on a ministroker 333, but the cam I have is not for top end power, low to midrange. Best mani I've used so far.

 

 

2) Is the SP high rise really an all-round option, suited for public road (90%) & some occasional strip/circuit fun (10%). (3000-8000 rpm range)

 

No, stick with the dual plane particularly as it seems your other engine combo parts suit mid range torque. I think Craig's right when he suggests the DPHR over the SPHR for anyone planning to use the car mostly for street applications, how often are you really going to be at 6000+ rpm to gain appreciable benefit. The SP HP or better yet PM Stripmaster manifolds seem to be really just for the strip or burnouts ...

Edited by Lima31, 09 May 2013 - 10:48 AM.

[Ando]

Thanks Welby & Lee, I'm taking your info on-board.

My porter reckons the runners in the DP high rise will be the choker, even after opening them up. I better have a closer look at some cam spec options as the YT-3 heads will flow more & will not be a restriction.

Still want the car to drive well on the road & have a some sort of fuel efficiency plus torque & horsepower. Having your cake a eat it is not easy is it? 

[ReplicarSLR]

I am also building up a 355 stroker with hyd roller cam, but with heavily ported red heads (I have exactly the same Doug Herbert's ground cam as Mick355's early head roller build on Aussie V8). I am going with a dual plane as Mick did, for low to mid rpm range torque

 

I know the -3's are a better head etc flow more etc, but I have always understood that dual plain inlet manifold and Tri Y pipes provided more torque in the low to mid rpm ranges and single plain and 4 in 1 pipes were better for mid to high rpm, and if the car is mostly driven street car stick with dual plain. I was instructed by the reputable guy doing my heads to stick with a dual plane for a street car.

[TerrA LX]

There is more to it than just a manifold comparison, it is an overall package, to sum it up, a DP will need a larger carby CFM for CFM (talking engine needs here, CID/Cam/Headflow, not carby CFM) to match a single plenum as the motor sees more of the carby on an open plenum.

 

At max lift/rpm an open plenum will always flow more than a Duel Plenum, depends what your motor needs.

 

We could go on and on about the pro's and con's but you can't just swap a DP for a SP and not change anything else as you are not getting justified results.

[mr5000]

ive spoken to craig about manifold to and he suggested i could go for either and still get my wanted results but it will just shift the power band having said that i dont really plan on reviing past 7 k n majority will be cruising with the ocasional drag day skidpan day n probably events like pcm a few mates have the high rise dual planes and are very happy i no one of my mates vn headed 355 is pumping out 270 kw at the wheels running a 3.23 diff and ran a 11.4 with plenty of room for improvement especialy now he has 3.7s all the dyno joints all love the dual plane high rise

[fatslr]

  I

[fatslr]

    I went from  a banana manifold with standard throttle body to a Harrop single plane high rise and 1000cfm throttle body on a 355 stroker  and made a big horse power gain but the low down response was noteably "compromised"  for the top end gain.

   My cam was  designed to make peak power at around 6100 so as Terra has said the "whole package" needs to be looked at .

 

  Personally If i had my time over i would of gone the T/P Dual plane high rise as i really missed the lower down  "snapiness" when changing manifolds and i reckon the T/P  manifold  covers your rev range if your not driving it trying to kill it .

[Struggler]

A mate swapped from a Performer to a TP Single Plane on his HQ headed, 300A cammed 355.

 

He reckoned everything that he liked about just disappeared.

 

It did pick up a few Kw past peak power though.

 

FWIW I have always run with dual plane intakes on HQ heads, they just seem to work better on the type of engines I deal with.

 

Most won't agree though...... bigger is always better :(

 

JMHO