Wondering if anybody has done any testing between a RB standard port M1, 4150 flange with a 2inch adapter for a 4500 carb vs. RB standard port M1 with the 4500 flange, on say a 440?

Ive got both intakes and gonna try a Dommy. Just wondering what seems to work better.

Also, do the 4500 flange intakes on a 440 seem to like open spacers?

Thanks

My personal experience has been the 4150 w/4500 adapt. always performed better than the 4500 manifold.

Did direct in-car comparisons on a 440 Challenger street car and a S/C dragster with a 500" Stage 6 headed motor.

No dyno numbers, sorry

Dwayne Porter compared those two intakes on a customer's RB stroker engine and there wasn't a big difference. IIRC, the 4500 intake made a little better torque, the 4150 + adapter squeaked out a little more HP.

It`s not a back-to-back test but, I just ran my best 1/8th mile.....1.36 60ft 6.264 et @ 108.35 mph w/a victor 4150/adapter and my last best was....1.41 60ft 6.386 et @ 107.12 w/an M-1 dom flange intake w/a 1" spacer and that was in May of 05 so,....

I've done some back to back dyno tests over the years and I'd sum it all up by saying it is inconclusive. Sometimes the 4500 manifolds are better, sometimes the 4150 with an adapter are better. The difference is usually in the noise so I'm not sure if the gains are real or if it is just the normal test to test variation you see on the dyno.

Just recently we saw some really good results with the Mopar 337 intake plus a Wilson 4150 to 4500 adapter. That setup just flat out worked for some unknown reason.

I'm not a big fan of the M1 4150 flange intakes since Shep put that darn Thermobog flange on there. The M1 4500 manifolds have a really nice looking plenum. I can't say they make anymore power, but the 4500 flanged M1 intakes sure look like they should make power.

If you want a better answer you need to track down Jeff at Modern or Dwayne at Porter Racing Heads. Those guys have a lot more intake experience than I do.

As to your other question, I wouldn't use an open spacer on a 4500 carb. Dig deep into the wallet and buy the good tapered spacer from Wilson. Or get a shear plate setup from Reher-Morrison. The shear plate works better on high rpm motors while the tapered spacer seems to work best on a typical bracket type motor. Either one should work better than a simple open spacer.

We did our best to convince Shep that the square flange was what everyone wanted, but since the manifold in testing really didn't suffer from the spreadbore flange he wouldn't change his mind.

The "463" manifold was a great manifold, TQ flange or not.

I only mention the in-car testing as I don't have any memory on exactly what the differences were on the dyno as it was a long time ago. I may have that info stuffed away somewhere, but it could take a while to find

Von I just noticed in your sig that you've got that big car flying with a very mild combo. The Dommy is sitting here for ya whenever you're ready.

How about this M1

Nice looking work there. Clean.

Through the little detective work I've been able to do, I developed a couple ideas. Could be right or wrong.

1. The Street Dominator appears to be the benchmark manifold for the M1 single planes, MP even sold it for quite awhile and advertised it as the best thing since the invention of the zipper. The benchmark had the universal carb pad, and maybe MP assumed that was an important feature that most customers wanted?

2. Super Stock, for a '72-up application, maybe? Although the intake can be cut as needed, maybe Shep wanted to make life somewhat easier?

But that idea doesn't hold water for the dual plane intakes, so feel free to print this, tack it to the wall and throw darts at it. The dual planes should also had the universal flange, IMO.