Victor, Super Victor...or just stick with my LD 340 maniflold
I get what your saying 100%
but now let me throw a couple more thoughts your way.
reversion......."at low rpm" it will do a better job of canceling it right........over a single plan.
The 2n't one is the one that is really on my mind.
You know all the problem i have had with to big of a carb and stumble(for the most part is fixed.)
Reversion is multi level issue. The amount and how problematic it is will be different for ever engine combo. Overall, I’d say no. The pressure wave will travel just as easy up a straight line as a turning one.
IMO, that issue you were having, my own answer was a smaller carb and/or more stall, less car weight, ignition and/or cam timing, the list can be long. I can’t really answer it because I can’t put my hands on it as well as not so familiar with your build and lack of experience with having that issue myself.
I wish I could help there but I’m not able to.
Believe me! If I could I would!
OK here is the question.
I feel like if the minimal cross section of the intake track, is the intake manifold, and the problems i have been having is to weak of a signal to the carb as the throttle is slammed open....................would not the signal to the car be quicker with out the restriction????? or is it the opposite and a smaller manifold would send the signal to the carb faster...........
thats my 2nt questioning as to if a single would be a better or worse move.................
A smaller runner intake manifold should be providing a stronger single and quicker velocity through the runner. I can not prove this and even if so, this may not pan out the way you think it would. There is also one other issue to this puzzle, plenum volume. All of these things are more often a small part in the overall Luther of how well an engine performs in the way you want it to or the way the engine will.
A good example (IMO) is the small block TrokerII-340. Short thin runners with a large box plenum. Often used in the street with to mild or a cam and gear. This intake is actually best used (again, IMO) with a cam larger than 250@050 and more stall than you would normally use it. A street car with drag parts.
The reversion issue I don’t pay attention to in a large way. It is a problem at low rpm, idle to ..... all under the power curve you are really paying attention to.
Again, IMO, if your car is idling to ratty for a decent idle and low speed driving, it’s the wrong cam and probably on a to low center line. (Narrow LSA)
Once your engine starts spinning some rpm, the reversion issue starts to disappear and rapidly.
Cross sectional area..... A port matched intake should perform the best. If the runner is smaller than the heads port, it is possible that it may under perform, but, only if the engine demand needs that max area. (Or said easier) A smaller runner may, reduce power unless the engine needs the larger runner. The reverse is possible, but rather unlikely.
I my be a little over weight but not that much:lol:
It's a complete E Body that only goes to the race track. no street time.
Ahhhhhh, I see. My ‘73/4spd is lighter. It has a little help... missing parts and a fiberglass hood. Though the 6pack added some weight back...
I think you should ditch that Ol dual plane manifold a donate to some poor old cripple Guy who would pay for the freight. PM me if you would like my shipping address. LOL
ROFLMAO!!!
