SoCal Jet Boats
Tech Talk => Engine Mechanical / Electrical => Topic started by: Handi-Crack on August 30, 2014, 12:00:57 PM
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Another subject I've been reading up on and wouldn't mind some input from the jet side.
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Most people will be happiest with a single plane manifold design regardless of mfg.
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Glasscutter i thaught dual planes make help more torqur
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Low end torque is not real important in a jetboat. How much time do you run at 2k vs. time you spend at 3,000 plus?
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Well I haven't got mine on the water yet so I don't run lol but I see your point so if I made 470 horse what manifold would squeeze more out a 460
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Yeah now I'm even more confused, I have a torker intake but from what I hear/read olds are low end motors. If the 455 doesn't like to run at high rpms wouldn't a dual plane intake give me more useable power since I'd be around 3-4k most of the time?
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3-4k isn't really "low end" when it takes 3k to stay on plane and 4800-5000 is your red line. When you drive a jet it is generally going from zero to 35-50 mph before letting off. No one drives a car like a boat.
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But aren't dual good for 1500-6000 on response and single kick in at higher up to 8-9?
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Cars and boats = Apples and oranges
Nothing you read about what works for cars applies to boats. Well almost nothing. You are pretty limited to working with a powerband between 3000 and 5000 rpm. Nothing above 5,500 rpm matters. The dyno in your ass is never going to notice whether you low end torque has changed a few foot pounds under 3,000 rpm.
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Awesome I knew there was a difference just like to learn more thanks for the input
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Here is a good read if you really want to start understanding intake manifold science.