I still want to run the hi ram on my 6.0. Less cubes, but the 6.0 has a bigger bore. And mine has better heads than ported 706s. Wtf is up with that anyway? Why did they swap out the trick flows? And why didn't they try the 102mm on the 383?

These comparisons are always cool to see. But they almost never apply to what I'm running. Pretty much muddied the water for me.

 

I think you nailed it on this one...

Results indicate a single plane vs dual plane has a larger effect than runner length.

 

thanks for posting this and making me spend more money on my 6L build....lol
makes the decision easier for me tho, mid rise it is

 

Since people keep saying it here is mid rise...

 

And here is the high rise. Holley will have mid rise ls3 intake this 1/4. They currently have just the cathedral. I bought both...

 

The high ram worked flawless on my 5.3

 

yeah it did, just cant justify the dual plane working to well at high rpms

 

I have a chance to buy a hi rise, it will be going on my 370 in my big truck. I will be upping the cam. should I go for it or just get a mid rise
truck is a DD but gets driven hard and I shift at 6700
motor will be getting sprayed aswell

 

wouldnt a dual plane intake call for a different cam that a single plane??? which makes the results useless there are cam companies on tech that claim that with the correct cam, a single plane can have the same low end as a dual plane with the up top gains that are typical of a single plane. lower ICL to encourage higher velocity (or some **** like that lol). which is my my single plane setup is 110lsa on a 106 ICL vs a typical 112-114 lsa on a 108-110 icl of a dual plane or gm efi intake.

 

Well testing these intakes on the same camshaft is not accurate. If I test the low rise on a cam that makes power from 3500 to 7500 Rpms your not gonna see the full benefit of this intake. When your building an engine your cam torque converter and intake should revolve around the weight of the vehicle it's going in. Forged 370 06 RSCB Silverado.