Gen 3 Hemi dual plane.

Thank You John and I do appreciate the kind words everybody!! Keep in mind everybody that that everything is a combination of advantages and disadvantages. All intake manifolds are no different. A manifold that is designed for one purpose always will excel in that aria. The factory plastic Eagle EFI intake is an excellent piece but try to put a carb on it. Try to use one with a truck accessory cover. There is more than just a design that makes an intake manifold, it has alot to do with drivability, application, and package. Due to the 14-15" length of a tuned runner and the EFI there are a lot of advantages due to sonic supercharging and the fact that the EFI is force feeding the correct amount of fuel directly into the cylinders. Now take the same intake and adapt it for a carburetor. Now you have an excellent EFI intake but a horrible carbureted intake that has poor fuel distribution, puddling issues, and horrible throttle response due to the gigantic plenum. In general it would be a nightmare!! When I started this intake project I had to take in consideration a lot of things. Drivability (very hard to measure) Application, Carb 4150 is a standard, EFI Must be compatible with multiple EFI systems and the runners need to be the same volume and length to eliminate fuel distribution issues. Height, Cant be too tall. Downdraft due to dual purpose Carb or EFI. The runner volume cant be too large or too small. The best we could do is 7" for runner length and it had to be in a dual plane configuration in order to get that number and keep the height down. I am constantly learning and performing tests. I am not independently wealthy. I have recently purchased a car solely for the purpose of R&D, use my own show car, and even beat up my family members cars for more development. I already have more stuff in the works and take all info that is given to me or that I paid for to further my projects. Right now there is nothing in the works for a larger runner dual plane. Not saying there wont be though. I have thought about it. I do have my intakes port matched for the Early 5.7L and Eagle/6.1L heads. So far I can say this, The throttle response is crisp with a carburetor netting me the best 60" time I have ever had even over my $3750 Hogan sheet metal dual quad cross ram. (Large plenum VS Small plenum) I have run a 120.1mph quarter with a single 850 Holley and no carb spacer, almost equaling my PB with the cross ram at 120.9mph with dual quads (1300cfm combined). I forgot to mention that I shift the Cuda at 7500rpm and cross the line in excess of 7000rpm with the intake out of it's sweet spot and yes I have chassis dyno results that show that it hardly drops off at all and would continue to pull if I let it. On a bone stock factory EFI early 5.7L with no hand work coming close to equaling the HP and torque curve of a long runner plastic intake and getting 23.5 MPG in a 2005 300c. Is all of the testing so far on the early 5.7L, yes because that is all that I have had access to currently. Dave at Modern Muscle is currently fully porting one for a big cube truck engine and I will be racing one in the Duster and my Barracuda so there will be more to come.