Novice question ? what is the difference between a single plane and a duel plane manifold and which would be best for what I have ? I have a 1974 f-100 360 4x4 4 speed and would like to get a an aluminum manifold and 4 barrel carb., and when the funds are available make it a 390. Not looking to make it a hot rod, would just like to get a little more power. thanks in advance for explaining this to me and for you suggestions.

 

A single plane manifold has an open plennum below the carb and the carb feeds all cylinders from this plennum. A dual plane has a split plennum where half the carb feeds one half of the engine and the other feeds the other half. Please correct me if I got that wrong! I do know that a dual plane is better suited for a truck because it makes more low RPM torque. A single plane is typically used for a high RPM engine, such as a drag car. Later, Greg 58

 

Common choices for the FE are:
Edelbrock Streetmaster (used only, about $75~125) good from idle to about 4000 rpm single plane

Edelbrock Performer (about $200~240) good from idle to about 4000 dual plane

Edelbrock Performer RPM (about $225 on sale to $285) dual plane, excellent flow and modern design, good street use 1500-6500 rpm range

Blue oval, Dove, Edelbrock Victor, (about $500)single plane 3500~7000 rpm, bad for street.

Holley made one that was about the same as the Streetmaster.

Ford made several but most people want big $ for them.

I would get the Performer RPM (and I did), carparts.com had a 1/3 off sale, I paid $220 for mine. I'm currently using a heavy ported Streetmaster because I'm using a Predator carb and they like the single plane type intake. If someone tells you to get the Performer, don't, get the Performer RPM it'll do better with the 390 when you upgrade.

 

[font size="1" color="#FF0000"]LAST EDITED ON 31-Mar-01 AT 11:35 AM (EST)[/font][p]I used to run a offenhauser 360 degree equaflow intake, it was a single plane with a split plenum (most single planes are open under the carb, this one had each side of the engine split to it's respective side of the carb). It actually had more low end torque than my Performer RPM because there is an overpass I used to go over and I could get the tires to lose traction in 3rd with the offy but my performer RPM just kinda bogs a little but accelerates. I think the Performer RPM performers better in higher RPM though because it has bigger runners. Also the Offy intake had poor fuel distribution because the inside plugs(2,3,6,7) were always dark, and the outside plugs were always white (1,4,5,8) or the other way around I dont remember which, but the performer RPM has them consistant. But I'm most likely going to keep the offy have it extrude honed to open the runner sizes, then have it machined for EFI which will solve the problems it had with the fuel distribution and needed a big accelerator pump shot.


This is a dual plane, do you notice the split plenum (area under where the carb goes) and that the 1,4,6,7 cylinders are fed by the tall intake runers and the others are fed by the lower ones, that's a dual plane.
http://www.edelbrock.com/automotive/autopartsphotos/manifolds/7105.jpg

And this is a computer image of edelbrocks single plane Victor FE they might make (remember how long it took before the Performer RPM was made?) Notice the difference on this one? all the runners are tall and the plenum is open for maximum airflow.
http://www.edelbrock.com/automotive/new2001/images/2936pro.gif


Hope this helps you understand which you might want...

 

The Edelbrock "performer 390" is your best choice for a truck. Your getting a lot of partialy incorrect info on this thread. The reality is this... A 3 ton truck will only get less gas milage, and have less power with a single plane manifold, or even a large runner dual plane (performer RPM). If you don't believe it, buy one of the others! Talk about poor throttle response! If you had a 428 with big valve heads, cam and compression, A single, or big runner dual plane might work as well as a performer 390. But I doubt it! Trucks are to heavy, and need the torque at idle through 4000. That means small runners and small carb. The suggestions to buy a high RPM manifold could only come from those that have not used the "street" dual plane. But try it for yourself! If possible, borrow one of each. it's a lot of work to change them, but if you could experience the difference for yourself, you would never have to wonder about manifold choices ever again.

 

As you can tell, we don't all agree on what intake is best, although you can get the idea that single planes are best for drag racers, not trucks. Some like the performer, some the performer RPM, I like my blue thunder with an 850 cfm carb. Something you can do to help your self is get a tach and find out what rpm you really shift at and where you are at freeway speed. The reason some of the guys don't care for the performer is because they run out of breath at 3000, and are helpless at 3500, my blue thunder is fine at 6500. If you rarely if ever get above 3000 the performer would be okay, if you wind your engine tighter than that you need something more. DF

 

I'm sorry to have to say this, but the last post is exactly what i'm talking about! the info is wrong! It's not a difference of opininon, it's physics! Over the years I have had dozens of intakes on FE motors. Unless you do most of your driving over 4500 to 5000 rpm, anything more than a stock type aluminum replacement manifold is more than a waste of money, it's a guarenteed reduction in power and drivability! The ONLY reason to replace the stock manifold is to reduce the weight. Unless you have done other mods to your motor, you might as well pull a spark plug wire off! That's the improvement you'll find with the wrong manifold!

Don't fall into the "If some's good! More's better! And to much is just right!", line of thinking! It's wrong!

Again. If you can, try them all! You'll find that it's not a matter of opinion! (Same with carb selection! anything over 600 CFM., will reduce power and waste gas PERIOD!

 

The performer is a good manifold. Mine is excellent for street use. But this one guy says it is not good over 3000 rpm, which is BS. It is good up to about 4500 rpm.



http://www.angelfire.com/ok/jwtimmerman

 

[font size="1" color="#FF0000"]LAST EDITED ON 02-Apr-01 AT 12:33 PM (EST)[/font][p]I'd also like to weigh in on the Performer 390 vs. Performer RPM opinion poll. I worried myself sick over which to get; finally decided that Edelbrock's recommendation for the Performer was the most prudent to follow for my 390 (altho I did weld the exhaust crossover shut).
Just returned from a 3500 mile road trip hauling around nearly 10,000# of truck and camper and wife and dog, and found that the Performer was great. It allowed me to easily spin 5000 rpm (self-imposed limit) on steep grades so I could maintain in 3rd gear, without any hint of hesitation. Increased torque "off-the-line" is quite remarkable over the stock cast-iron anchor. Plus, an unexpected bonus, I picked up a fraction in mpg after tallying up everything, with manifold the only change made. I suppose it's possible that the RPM could do a comparable job, but have to wonder why Edelbrock would have been so firm in recommending the Performer if that were true?
BTW, I installed the manifold with just RTV in the valleys the 1st time, and #*%&$ leaked instantly. Did it all over again using the cork gaskets supplied with Fel-Pro 1247 plus RTV in the corners, and it's still as dry as the southwest desert that we just visited!?!

 

I believe that anybody who gets a Performer for their truck will be perfectly happy, unless they have a built engine. I do want to mention that I take Dinosaurfans side however, the RPM is a much better design that flows far better than the Performer at any speed. There is ample dyno data that indicates the Performer can't even touch the RPM at 3500rpm. The bottemline is, I think most would be happy with either, although welding the crossover is a very good idea on the Performer. The defining factor should really be the state of your engine and your driving habits. This friendly debate will always bounce between both sides, but I thought I'd throw in my nickle.

If your knuckles ain't bleeding you did something wrong.

'72 F-250 "Hi-Boy" 4x4, Dana 60/HD44, FE390 @ 400hp(purt near!), 4-speed, custom suspension w 4" lift, mud on black.

 

I agree entirely that this should be a totally open forum for exchange of everyone's ideas and experiences, so that's why I was tossing out my own. No offense to DF or anyone else intended, ever! The breadth of knowledge on this site is nothing short of awesome! I pick up something new every time I visit.

 

We appreciate your feedback Stephen. Your relating of direct experience and opinion with certain products is always usefull information and valueable to the forum.

If your knuckles ain't bleeding you did something wrong.

'72 F-250 "Hi-Boy" 4x4, Dana 60/HD44, FE390 @ 400hp(purt near!), 4-speed, custom suspension w 4" lift, mud on black.

 

To clarify things a bit here, I'm running a 4267-B manifold that I purchased from ford power parts, I believe that they are made by blue thunder. The one I have has the heat riser welded shut and the center divider cut down about 2 inches. This sits on top of 421 cubic inches (390 060 + 410 crank), with ported out C8AE heads and the large 2.09 and 1.65 valves installed with a healthy cam. My driving style would probably be considered 'enthusiastic'. I have seen dyno tests of the performer and the RPM and I am not willing to give up the extra power above 3500 to gain very little on the bottom end. DF

 

Love this discussion.. I am about ready to install a 4 barrel manifold on my 73 F-250... And the recommendation I have been told is the Edelbrock Performer Manifold with no bigger than a 600 cfm carb.. I should also mention that this is on a 390 motor. I have had this truck for a bout 11 years now and have been happy with the stock 2 barrel. Rarely any problems with it. Anyway, great discussion. Hope to get some other input from here as well..

 

perfect choice! In re-reding my previous posts on this thread, I realize that they sound a little rude! I'm sorry for that. I just get frustrated sometimes at the statements when I know that they are bassed on what someone wants to be fact, as opposed to what works best! I really hate to see anyone spend money on parts that won't improve their situation! Trucks are heavy! unless you have mega cubic inches, the race stuff will make it slower than stock! That's an absolute! You need torque, not horsepower! It gets frustrating when the chevy guys laugh at your brand because it's slow, or silly, due to improper parts selection! But I guess that the "If somes good, mores better, and to much is just right" approach will allways be the norm!

LESS IS MORE! particularly if it's HEAVY!