I have been having problems with the passenger side having detonation in my 305. Its all four cylinders on that side. I am currently running a weiand street warrior intake. A garage told me it could be the dual plane intake that is making the passenger side lean. Not sure if it's true or not but, i was wondering if there was a huge difference between single and dual plane intakes. And if i would be okay on the street with a single plane. For a 305, this thing will build power until 7,000. So rpm range isnt a huge factor. It doesnt push you back until 2,000 anywag.
looking into a new intake
- Thread starter 79cutlasssalon442
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I would look into a few things first.
1) is the carb running lean in other words tune is off. Remember the left side of carb feeds one side and the right the other. Usually opposite sides if i remember right.
2) is there a intake leak where intake meets the head or else where
On another note i run a single plane on the street with no issues
1) is the carb running lean in other words tune is off. Remember the left side of carb feeds one side and the right the other. Usually opposite sides if i remember right.
2) is there a intake leak where intake meets the head or else where
On another note i run a single plane on the street with no issues
In my opinion running a single plane on a 305, especially on the street, wouldn't be a good idea. Even if the 305 is fairly built up they don't make a lot of torque, especially down low. Putting a big intake on it will more than likely make it a turd. On dual plane intakes, each plane of the intake feeds 2 cylinders on each side of the engine. I would check for vacuum leaks, possible plugged jets, etc. What carb are you currently running btw? Don't get me wrong, single planes definitely have their place, I run one as a matter of fact. But putting one on a lower compression, smaller cammed, small cubic inch engine isn't one of them. I've actually built tons of engines for customers using dual plane intakes with good results. Hope you figure out the problem.
On a 305 I wouldn't be looking for a single plane intake unless you have a pretty good gear (3.90-4.10) and a 3500+ converter.
A dual plane feeds both cylinders a lot better if you have a 1inch open spacer on it which I imagine you do.
You could also cut down the center divider in the plenum just a bit. http://www.youtube.com/watch?v=Bmj48i_v6-8
Street Warrior
Performer RPM Air Gap
Dart Dual plane
Brodix HV1016
Manifold Destiny-Super Chevy, July 01, 2002
http://www.superchevy.com/technical/eng ... _benefits/
A dual plane feeds both cylinders a lot better if you have a 1inch open spacer on it which I imagine you do.
You could also cut down the center divider in the plenum just a bit. http://www.youtube.com/watch?v=Bmj48i_v6-8
Street Warrior
Performer RPM Air Gap
Dart Dual plane
Brodix HV1016
Manifold Destiny-Super Chevy, July 01, 2002
http://www.superchevy.com/technical/eng ... _benefits/
79cutlasssalon442 said:
I agree with the garage if they meant that the intake is leaking oil into that side of the engine. Not meaning that it's the fault of running a dual plane. You will see no difference at top end, but a single plane will kill what part throttle you already have. Chevy 305s weren't meant to rev and trying to make one rev means you want a 350. IMO
I have a holley 750 on there now. Was running a 600 a while ago and it just didnt have power. The 750 has .072 jets in it.crotchss said:
79cutlasssalon442 said:
If you want specific answers you have to give specific detail. Way too many people ask questions without giving detail about their current combination.
Everybody needs to list their combination when asking questions about intake choice, cam choice, gear ratio, compression, carb size, driving habits and so on.
The idea is to be as exact as you can so you can subtract those unknowns right out of the gate.
It eliminates a lot of basic questions and makes for a much simpler diagnosis or recommendation.
In many cases it could mean the difference between someone answering you or not.
1. What cam? Give make and part numbers or specific duration and lift numbers
2. Give compression ratio
3. Give casting number of heads
3a. What Valve size?
3b. Has any porting been done?
3c. How big is the combustion chamber?
4. What intake manifold?
5. What brand of carb- Is it a double pumper or a vacuum secondary model?
5a. Is it a double pumper or a vacuum secondary model?
6. Give headers primary diameter
7. Give transmission
8. Give stall speed of converter
9. Give gear ratio
10. How tall are your tires?
79cutlasssalon442 said:
I assume you had a Holley 600 with vacuum secondaries and then switched to a Holley 750 with vacuum secondaries?
I also assume you have a TH350 transmission and stock torque converter?
If you have a Hurst/Olds I'm gunna guess you have a 3.42 rear gear?
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