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Ona smell block10/29/2023 ![]() A dual-plane might make more low-speed power, but since these intakes were designed for your typical 350-inch small-block, the typical single-plane/dual-plane trade-offs are less pronounced on larger motors. Designed to maximize power production higher in the rev range than a typical dual-plane intake, the Shootout intake seemed the ideal choice for our big-block-sized mouse. Procomp Electronics provided one of its single-plane Shootout intakes. Normally we would recommend a dual-plane intake for most street applications, but the additional displacement combined with our desire to reach 600 horsepower steered us toward a single plane. J's, and even the displacement itself all combined to provide a powerful combination that did not require an aggressive cam profile to achieve our goal. High-flow cylinder heads, a fully ported intake manifold from Dr. In the end, it was our choice of the other components that allowed us to choose a relatively mild cam profile. The key to the success of our build was choosing a cam lobe profile that provided enough lift and duration to achieve 600 hp, without the penalties associated with a lumpy race cam. Power production requires increased lift and duration, while idle quality and driveability require just the opposite. Cam lobe profile and power/driveability are inversely proportional. The problem is the cam lobe profile is also a major player when it comes to power production. When it comes to idle and driveability, the single biggest concern is the cam lobe profile. The wilder cam lobe profile required for these elevated power numbers also has a negative effect on idle, driveability, and fuel mileage.įor this buildup, we were less interested in the sleeper mode than producing 600 hp, while maintaining the proper idle and driveability that constitutes a real driver. ![]() The downside is the shift reduces low-speed torque production. These combinations also shift the torque curve higher in the rev range. Jumping up past 450 hp (1.285 hp per inch) to 500 hp (1.428 hp per inch) requires some serious components, not the least of which would be high-flow cylinder heads, and an aggressive cam designed to produce peak power much higher in the rev range. Depending on the chosen components, a 400hp 350 (1.14 hp per inch) might decrease idle and driveability slightly in exchange for the additional power, but the tradeoffs would minimal. ![]() A typical 350 tuned to produce 350 horsepower (1 horsepower per cubic inch) would offer a smooth idle, excellent driveability, and an abundance of low-speed torque. Some simple math works well to illustrate the trade-offs. Serious enthusiasts always want more of the former, but there is often a price to pay for it. As always, power and problems go hand in hand.
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