I have a small block 406 Chevy running the 110 LSA Extreme Energy HR 282. This isn't a radical camshaft at 230-236 duration @.050 but it has made good horsepower for my street engine with turbo 400, 2500 stall speed, and 3.73 rear gear. I used the EZ EFI 2.0 Throttle body system with a deep plenum dual plane, air gap design, and within a few thousandths of the same height of the single plane Victor Jr. 2900/2975. The car has always run well since I built it - and better than it would have using a carburetor. I know, everyone says use dual planes for better idle on the street - and the dual plane I used was rated for 1500 RPM use with top end at 6500. The Victor Jr. intakes, I've used for years, were always used with more radical engine builds and higher gearing - as they should be with their rating of 3500-8000 RPM. As we now know, the FAST throttle body fuel injection prefers single plane intakes - so just leave the dual planes for use with a carburetor. After a year of use, my throttle body MAP just started acting up due to the end seal decomposing from fuel reversion. I replaced it with a used GM old style 1 bar sensor and a new adaptor cable from FAST - leaving the FAST MAP to seal the factory throttle body port.. That could have been the end of this story - but, only days later, I noticed what appeared to be an ignition problem. I checked the secondary wiring and pulled the sparkplugs on the passenger side cylinder bank. What I saw was a little surprising. The plugs for cylinders 2 and 8 looked correct for their heat range, but 4 and 6 looked liked they were a little cold. This wasn't the only problem I found, but I noted cylinders 4 and 6 fueled from the lower plenum of the dual plane intake - a less direct route than used by 2 and 8. The other problem I found was a partially burned away center post in my distributor cap - causing some arcing between the rotor and the coil terminal. I had driven my 406 Chevy for a year, and performance was good. Power off idle was more than enough to burn the tires to the ground, and the idle was decent with a throaty sound out the exhaust. With top end power at 490 horsepower, I wasn't complaining. But, my engine tended to run 10-20 degrees hotter than I prefer, and the exhaust odor was rich but not anything denoting or causing a problem. I thought of using a low height single plane intake, but decided against one since I never cared for them. I figured so what if I lost some low end power using a Victor Jr with this engine. The plenum of a Victor Jr should help lower fuel reversion in the intake, I thought. I was in for some surprises - some nice ones. I purchased a 2975 Victor Jr. and installed it. Of course, my MAP readings remained the same per RPMs, but my fuel maps started changing as the engine warmed - two tenths leaner. My exhaust system is an oversized Flowmaster stainless steel performance exhaust designed to support my horsepower level. It's not that quiet, but the engine was strangely quieter out the exhaust at idle and part throttle. At part throttle, the engine now sounded like a bone STOCK GM! The exhaust also had lost all the fuel odor - like I might have installed a catalytic converter (I didn't)! I thought I must have set something wrong during re-assembly. I hadn't. I haven't had the car on the road yet, but I have already noticed it is running at least 10 degrees cooler! From years of experience using the Victor Jr manifolds, I know top end power just improved. But, it also looks like my low RPM power has improved. I can hardly wait to put my foot in the throttle to see the improvement on the road. I never would have expected such a change in just going from a dual plane intake to the Victor Jr. with this engine. The difference is really noticeable for the better.