I have compared single plane Victor and Dove intakes to dual plane single four barrel intakes on a dozen FE engines for EMC. Within the RPM and cubic inch limits of that particular competition a serious worked over dual plane has outperformed a similarly prepared single plane pretty much every time. In a couple cases I left the single plane on the engine when it was "close" and I knew I did not have a real competitive entry just 'cuz they look so damn cool. I regretted that decision one time when it turned out I had a better chance than anticipated. This year I am trying a JDC modified small runner single plane (Street Dominator) to see if we can find an advantage - something I should have done a long time ago.
For those that do not follow that dyno competition, the rules change yearly, but generally hold us to a 3000 - 4000 wide RPM band peaking between 6500 or 7000 RPM. Scores are calculated with average power and average torque over the full range - not just the peak values, and they are divided by cubic inches to equalize the various displacements. We run with limited compression and on pump gas level octane fuel. These rules favor efficient, somewhat street oriented builds over race type builds.
I believe that the advantages of the dual plane on a street FE are accentuated in part because of the really short center runners compared to the long outers. A Victor or Dove single plane works best in an application where it can be tuned into a narrower RPM band - as in a racer where the spread between shift RPM and drop down RPM between gears is 1500-2000 RPM. So far in my experience the dual quads generally outperform the single fours, and the dual planes will out perform the single planes in broad power band street stuff. Makes the Ford medium riser dual quad (or the BT iteration) a darn tough hombre on the street. Ford had it figured out a long time ago.
