@michaelbouwman590 The short story is I got a dual plane because they make more low end power in a mild street car than a single plane does. A single plane intake generally makes less low RPM power in exchange for better top end power and usually works best with a lighter car or a hotter engine or deeper gears or a combo of all three to help it be less lazy in the low RPMs. Also unless you are running an open spacer, a dual plane intake essentially splits the carb in half and makes it so each individual cylinder/cylinder bank only pulls from half of the carb. Meaning that a 600 CFM carb would act a bit more like a 300 CFM carb. This is great for low end grunt and fuel economy, especially in a heavy vehicle, but obviously leaves it choked out a little in the high RPMs which is why I like to run an open spacer or tapered spacer on this dual plane to open both sides of the intake divider to each other so it can use the full 600 CFM of my current carb. An open or tapered spacer or even a cut in the intake divider gives you a really good middle ground that usually makes a good balance of low RPM torque and high RPM power. This is why a lot of high performance intake manufacturers have started making a small cut in the divider of many of their intakes from the factory and also why my 4 barrel 84 Trans Am came from the factory with a large round gap in the divider to let the engine breath through the whole carb. Intake runner length and size is also a key factor to consider too, one of the main reasons a dual plane makes more low end power than a single plane is because the intake runners or "tubes" are usually longer in length and smaller in diameter on a dual plane. Generally a longer intake path works best for low RPM power and a shorter one works best for high RPM. Likewise a skinnier intake runner or air path is best suited for low end torque and a larger one is best suited for high RPM. You'll see all different sorts of intakes out there that have various different features I just described. They make single plane intakes with skinny runners that are supposed lose less low end torque and still pull good in the high RPM. A tunnel ram is also a single plane intake with very long runners and thus usually makes better torque than a single plane intake while breathing really good in the high RPMs. Edelbrock also used to make a line of dual plane low RPM torque intakes for trucks and heavy cars that purposely had very skinny and very long runners with no cut in the divider. Those intakes make your engine redline and run out of breath at about 4000 RPM but they came on like a bat out of hell right off idle, which honestly wasn't a bad trade off for some weak setups that had no low end grunt. Generally these days a standard dual plane with a spacer or a cut divider seems to be the jack of all trades. They come on pretty strong in the low end and usually breathe good up to about 6500 with a spacer or a cut divider.

U know what dude ? That was pretty cringe...

@@3du4rdo. U know what dude? I don't give a fuck about your opinion :)

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@spartan1876 That's a great intake manifold, fuel injection usually doesn't jive well with a big cam though. The Hughes site warns you not to use this cam with EFI without an ECU tuner although it does work well with a tune. All the guys I've seen running this cam with EFI still can't get the thing to idle as slow and choppy and hit as hard off idle as I can with my carb though. The cam I'm running is Hughes part number SER1418ALN10 which has a 110 degree lobe separation angle and 499/506 lift and 214/218 duration. The lobe separation angle roughly determines how choppy the idle is and how much extra snappy low end torque the engine will make. A higher lobe separation angle like 112 ,114 or 116 will idle smoother and make less snappy low end torque but be easier to tune with EFI. A lower lobe separation number like 110, 108 or 106 will idle rougher and make more low end torque but be harder to tune with EFI. Hughes sells a version of this cam that has the same lift and duration but it has a more conservative lobe separation angle that can be used with EFI easily. It won't idle as rough or hit as hard in the low RPM right off idle as this one but its still a big improvement over stock. They sell an even more conservative cam part number SER0814ALN14 that is even more tame and it already adds 31 HP and 48 TQ over stock so SER1418ALN14 will certainly do even better than that . . . even if it doesn't have a choppy idle. Also with these Magnum heads any more lift than about 500 really needs aftermarket or ported stock heads to take advantage of the extra lift and airflow so there's no point in looking for a cam with more than 500 lift unless you upgrade the heads. In short if you want it to idle rough like this you're going to need an ECU tune but you can still get most of the power increase with a smooth idling high performance cam.