Single Plane or Dual Plane? The Great debate!

So we hear it all the time, "Single plane or dual plane?"

The way I see it, its all in the RPM range of the the engine. Past a upper rpm limit, the single plane will win the battle, but up to that point how much are you giving up? I have 2 engines here that can answer that question, at least for this type of engine.

The 2 engines here are very similar and will show how the intake can affect the power band. Here is the basic run down

340 stroker
heads that flow in the mid 270's
9.6 and 9.8 to 1 compression
Same hydraulic roller cam
Same size 750 VS carb
Same dyno
Same fuel from the same gas station
One had a Holley Strip Dominator the other had a CrossWind AG dual plane

For all intense and purposes they are the same engine, a hard hitting 340 Stroker for the street.

The pulls were made from 3000-5800 and here is how it went down. We will only look at the torque

RPM------Holley S/D--------CrossWind D/P

3000------450----------------500
3250------463----------------512
3500------465----------------518
4000------493----------------526
4250------505----------------531
4500------510----------------531
5000------518----------------521
5250------511----------------512
5500------491----------------491
5750------470----------------472


As you can see the D/P intake is kicking *** and taking names on the low end, but yet its not giving up anything on the top end at all. After 4500rpm its a dead heat, power wise. But the guy with the S/P intake has already lost the race and does not have the top end power to run the D/P guy down.

From what I have seen in all the dyno run I have done and seen, the BIG D/P outperform most S/P upto around 6200rpm or so in the bigger HP engines with the heads and cam to make the power. Now these are NON ported intakes, but if you port them both, the power increase would be the same for each. I have a BBM 500ci engine I am working on now and plane to test a RPM vs Victor for some more back to back testing