Single plane vs Dual plane - my results
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Single plane vs Dual plane - my results

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    Head Janitor FormulaZR's Avatar
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    Default Single plane vs Dual plane - my results

    I'll keep this short and to the point. With my hyd roller LS1, I was running a Performer RPM and seeing a max rpm of 5800-5850. I made a change to a Super Victor, and with no other engine changes am now seeing a max rpm of 5950-6000. So...at least in my case, a single plane works better.


    "No, my boat doesn't need any more power" - No one ever

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    Quote Originally Posted by FormulaZR View Post
    I'll keep this short and to the point. With my hyd roller LS1, I was running a Performer RPM and seeing a max rpm of 5800-5850. I made a change to a Super Victor, and with no other engine changes am now seeing a max rpm of 5950-6000. So...at least in my case, a single plane works better.


    Works better for the 2% of the time you'll run it at WOT ?

    On my 409" Engine Masters Engine the ported Vic Jr. we used kicked the shit out of the Super Victor. The ported Performance RPM had the best over-all average from 3,000 - 6,500. The Vic jr was better above 4,750 or so I think.


    In your case what is better........??????? It would be great to be able to measure overall performance...lbs fuel/hr at cruise the accelleration from 3,000 to 6,000 etc.

    S CP

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    Isn't the big number the only thing that's really important in a marine engine? Other than an outdrive needing some semblance of an idle to change gears
    (and something close to a 1k rpm idle for v-drive for no-wake zones)
    the bottom end drive ability that a 180* intake provides is nuthin but car stuff.
    The cam in my bbc would be garbage on the street...below 3k it ain't nuthin lazy. I think it takes about the same amount of throttle opening at 2500 as it does at 3500 for a steady speed cruise.
    I'm thinking that past 3500 a 360* intake should begin to outperform
    a 180* and continue from there to wot.
    Just asking..i'm still plenty new to this car motor/boat deal.
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    Senior Member bp298's Avatar
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    Quote Originally Posted by FormulaZR View Post
    I'll keep this short and to the point. With my hyd roller LS1, I was running a Performer RPM and seeing a max rpm of 5800-5850. I made a change to a Super Victor, and with no other engine changes am now seeing a max rpm of 5950-6000. So...at least in my case, a single plane works better.
    what was the density altitude during each of these tests?

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    Head Janitor FormulaZR's Avatar
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    Quote Originally Posted by Sleeper CP View Post
    Works better for the 2% of the time you'll run it at WOT ?

    On my 409" Engine Masters Engine the ported Vic Jr. we used kicked the shit out of the Super Victor. The ported Performance RPM had the best over-all average from 3,000 - 6,500. The Vic jr was better above 4,750 or so I think.


    In your case what is better........??????? It would be great to be able to measure overall performance...lbs fuel/hr at cruise the accelleration from 3,000 to 6,000 etc.

    S CP

    I'm not looking for average power - I'm looking for speed. I didn't put a V8 jet boat because I'm trying for an economy cruise...

    I am looking for peak power, so that I can go fast. Granted - not as fast as most of the boats on here...but it's still 73+. It runs in the lower RPM range well enough to stay on plane when I'm not trying to go fast; and it'll hold an idle to go through a no wake zone. What else could I ask for out of an intake? If this was still in my Firebird it'd be a different story...

    Also, maybe the Vic Jr's are diff for the non-LSx stuff - but the Vic Jr for the LSx has very very small runners; and it's been proven over and over that above 5500 rpm the Super Vic beats the Vic Jr on anything bigger than 5.7-6.0L with "healthy" compression/cam. Like I said, the boat runs fine below 5500 rpm; so why would I give up peak power??? For a few extra MPG?


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    Head Janitor FormulaZR's Avatar
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    Quote Originally Posted by bp298 View Post
    what was the density altitude during each of these tests?

    Dual Plane:
    Day 1: 1500 - 1900
    Day 2: 1600 - 2200
    Day 3: 1100 - 1800
    Day 4: 2000 - 2400
    Day 5: 1500 - 1900
    Day 6: 2100 - 2400



    Single Plane:
    Day 1: 1700 - 2400


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    Quote Originally Posted by FormulaZR View Post

    Also, maybe the Vic Jr's are diff for the non-LSx stuff - but the Vic Jr for the LSx has very very small runners; and it's been proven over and over that above 5500 rpm the Super Vic beats the Vic Jr on anything bigger than 5.7-6.0L with "healthy" compression/cam. Like I said, the boat runs fine below 5500 rpm; so why would I give up peak power??? For a few extra MPG?


    On your 73+ was that GPS.......would be interesting to see what the speed was on both ?

    I wonder what the cross section is on the Super Victor is compaired to the Vic Jr. for the LSX?

    I don't think on my 409" 12:1 compression, AFR cnc 225 heads, solid roller that made 657hp at 6,500 on pump gas the Super Vic was better until over 6,200 or so....maybe higher.


    I was thinking more over-all driveability and such, from on plane rpm to WOT. and the mid-range punch.

    Think it would be cool to do a full test on something like that.

    S CP

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    Head Janitor FormulaZR's Avatar
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    Quote Originally Posted by Sleeper CP View Post
    On your 73+ was that GPS.......would be interesting to see what the speed was on both ?

    I wonder what the cross section is on the Super Victor is compaired to the Vic Jr. for the LSX?

    I don't think on my 409" 12:1 compression, AFR cnc 225 heads, solid roller that made 657hp at 6,500 on pump gas the Super Vic was better until over 6,200 or so....maybe higher.


    I was thinking more over-all driveability and such, from on plane rpm to WOT. and the mid-range punch.

    Think it would be cool to do a full test on something like that.

    S CP

    Yes, the 73 mph was GPS speed on two different GPS's. That was with the dual plane - I didn't get a good speed for the single plane (did see 73, but seemed to still be climbing) because I made a ride plate change that was not for the better, it got a porpoise above 71 mph...


    The Vic Jr is a .98 x 2.74 exit vs the Super Vic 1.08 x 2.74 exit; but I believe the runners are quite different between the two. I do not have any more detail on that. I'm not saying that a Vic Jr couldn't be ported to perform better - but as cast the Super Vic typically outperforms the Vic Jr above 5500 rpm on the LS engines with 370+ inches. I don't understand all of the dynamics, but I've been led to believe (and dyno testing seems to confirm) that ci for ci, and LS type engine "likes" more airflow than a traditional SBC. The same goes for carbs...lots of dynos have proven that an LS makes more power (both average and peak) with 100-200 cfm more carb than an SBC of similar build. I have no idea why...

    The plane rpm to WOT punch was actually faster with the Super Vic. With the Performer the RPM would flash from 4800 rpm to 5700 rpm, then climb to the 5800-5850 rpm over the next 5-10 seconds. With the Super Vic it was an almost instant flash from 4800 rpm to 5950-6000 rpm.


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    cfm
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    Quote Originally Posted by FormulaZR View Post
    With my hyd roller LS1, I was running a Performer RPM and seeing a max rpm of 5800-5850. I made a change to a Super Victor, and with no other engine changes am now seeing a max rpm of 5950-6000. So...at least in my case, a single plane works better.
    Good info. What is the cid ? Heads ? Ported ? Cam ?

    Did you rejet for the Super Vic ? If not, you should see if it makes a difference as usually on a normal SBC and BBC going from a dual plane to a single (even more so on a 'bigger' single) the carb will need a little more jet. The dual planes tend to pull a little more fuel out of the boosters.
    Last edited by cfm; 08-22-2011 at 04:10 PM. Reason: grammar

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    Senior Member MACHINEHEAD1's Avatar
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    True dat CFM. More jet with DA log and fresh set of plugs. More RPM to come? I like this.

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    Good test, results not surprising. There's more difference between a Vic Jr and a super vic than just the runners...at least in all the other models. I'm not familiar with the LS stuff, but it seems to hold true in the results. Is there not just a Victor for the LS?
    Last edited by scott foxwell; 08-22-2011 at 08:54 PM.
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    Head Janitor FormulaZR's Avatar
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    Quote Originally Posted by cfm View Post
    Good info. What is the cid ? Heads ? Ported ? Cam ?

    Did you rejet for the Super Vic ? If not, you should see if it makes a difference as usually on a normal SBC and BBC going from a dual plane to a single (even more so on a 'bigger' single) the carb will need a little more jet. The dual planes tend to pull a little more fuel out of the boosters.
    383 cid, stock cast heads flow 310 cfm intake/225 cfm exhaust @ .600 w/ 2.055/1.6 valves, 238/244 @ .050, .603/.610 lift, 112 LSA Hyd Roller

    Jetting was unchanged - didn't get to run long enough to get an accurate plug reading...I had some starter related problems.


    Quote Originally Posted by MACHINEHEAD1 View Post
    True dat CFM. More jet with DA log and fresh set of plugs. More RPM to come? I like this.
    Maybe more RPM - not sure if going to an AB or A impeller at a slower RPM would help the boat out...I'm thinking it would.


    Quote Originally Posted by steelcomp View Post
    Good test, results not surprising. There's more difference between a Vic Jr and a super vic than just the runners...at least in all the other models. I'm not familiar with the LS stuff, but it seems to hold true in the results. Is there not just a Victor for the LS?
    There is only a Vic Jr and Super Vic for the cathedral port LS1/LS6. It appears that the Vic Jr for the LS1 is pretty "choked"?


    "No, my boat doesn't need any more power" - No one ever

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