My $.02, I tried an Indy single plane and a 1140 cfm dominator vs a old Weiand 2x4 tunnel ram back to back on the Dyno. The motor was my 605 street Hemi. I do have to admit the Indy intake was to small for the motor. The best pull was 787 hp with the Indy. The Weiand and 2 Thermoquads made 852.8hp and alot more torque from start to finish.
I don't remember which intake the Indy was but I gave it to Dragula and maybe he knows.
Most people don't run a tunnel ram because of hood clearance or just are to lazy to want to mess with 2 carbs. I made 18 pulls getting the Thermoquads dialed in and I feel it was Well worth the time. I for one will never go back to a single carb.

Not to hyjack the thread. Anyone have any experience between the Barton/dominator combo vs an Indy tunnel ram or a mp cross ram?

Do you still have the factory plenum on your weiand? I have one of those, there just so damn talk then the plenum seems small.

I did say my opinion was worth pennies. You, on the other hand, have a dyno tuned, happy combo and want to take power away by using a 4150 based single carb? Makes about as much sense as your Prius comment. Keep on spending those dollars for some stupid dyno number for a street car so you can make a little car show sign about how much hp your car has. I only offered two little opinions trying to save you some bucks.

Yes still have the stock plenum except I milled the top to accept Thermoquads.
As far as Dyno time, I sold a car to buy my own Dyno. There is a down side to this though, you can wear a motor out trying crazy stuff. The 605 has going on 70 pulls.

Lee after reading this I think you need to step back and look at what you want the car/engine to be.

Stock looking? Fast? Drivable?

"My car is 98% street and highway driven, so that is where I am coming from and looking for solid advice as I don't want to give up any horsepower for the simplicity of a single carb."

Sounds like a EFI conversion would make the most sense.

You are asking for advice on a racer forum so Dave Hall gave you a racers perspective, no reason to get butthurt.

I have converted more than one dual quad Hemi motor, both early Gen 1 Chrysler Firepower and the newer 426 Street hemi motors from progressive style to one to one, that really wakes both type motor up Especially at low RPM part throttle, under 2000, in gear
The Stage V EFI hemi intake is a single plane and it will have both throttle bodies opening at the same time, hence 1 to 1 ratio
I'm sure this combination will make the owner a little gun shy and nervous by the throttle response and tire spinning at WOT, not like a stock street Hemi motor with the progressive linkage

Just a short answer to the 4150 single 4 . I used a Race Demon RS 1050
Yes it will support 700 HP.
572" 10.5 - 1 stage V heads by MCH
Comp solid roller .660" .639" 264* 270* @.050 112 lsa
Pump gas.
2950 # 5.98 @ 115.73
I have not driven it a lot on the street , but when I did it was flawless.
That said, I decided to go bigger.

Mark

"Dual throttle bodies on a Stage V intake would be the perfect combo for power plus drivability" - Andy said that to me about 7 years ago and I listened. Check out the pump gas dyno run from MM: https://youtu.be/95gZTspdzsg It gets interesting at 0:20.

888 HP at 6400 ... and who knows what the torque peak was since the recorded peak was 828 when they started measuring at 5000 RPM. Maybe it made more at lower RPM? I took delivery back in June 2017. I started collecting parts 10 years ago for this bucket list project.

Some of the details:
* World aluminum block
* Stage V Heads with CNC port by MCH 428 CFM at .700"
* Callies Crank
* Oliver I-Beam Rods
* Ross Pistons (10.8-1 CR)
* Bullet Roller Cam (.637 lift, 273* at .050, 114 separation)
* Comp Elite Lifters
* Barton T&D Rockers
* Stage V 2x4 intake manifold
* FAST EZ-EFI 1.0 dual throttle bodies and ECU
* AR Engineering Stage V dual quad throttle linkage kit
* 28* of timing, 50 Lbs fuel pressure
* FAST XFI 2.0 and XIM coming soon and some beadlocks

I'm buying parts for the new fuel system now and I'll need some headers. My 18-spline A-833 will also need an upgrade. It's a Back-half 'Cuda, lots of fiberglass, Dana with Strange Axles and big ET Streets. Coming to the streets of North Pittsburgh as soon as I can get the rest of the $part$ and fabrication taken care of.

Special thanks to Mike, Eric and Scott from MM,Jeff (RIP) at MCH, AndyF and RichN for lots of advice on getting to this point.

888 hp and 828 ft-lbs is crazy. It looks like you ran the AEM puck as a crank and cam sensor? I built a few of those but I never ran one myself. If you were using that on the dyno pull then I'd say it works okay.

Crazy power on that combo. But I bet it cost a bunch, not sure what Lees desired budget is, but I bet that is upwards of $5000 bucs or more. Still Nice and great to see a set up combo like that.

I have a Mopar Crossram on now but low speed drive ability is poor. I'm a street driver as well, love power tour. Was looking at the edelebrock 2x4 intake vs the Indy single. I found that Pro System does a Fantastic job on carbs. Not sure if edelebrock is spaced for Holleys? Efi is the best drivability. Anyone try FI tech on a dual 4 intake?

Andy and Cab
it sounds like you have some personal experience with the stage v 2x4 intake, any opinion using it in a mostly street FI application compared to a Barton single?
Does the Stage V require any additional porting?
I will also be using on a 800hp 528 street motor.

In the old days you needed to run a dual plane intake with dual carbs to have it be drivable. But with EFI you can run a big single plane intake and the computer control will make it work. Dual throttle bodies provide max airflow and the Hemi is blessed by having the single plane Stage V intake available.

If you are shooting for an 800 hp street engine then I'd say that the Stage V intake is your best shot. Maybe it can be done with a different intake but if it was me I'd use the Stage V and dual throttle bodies. Port injection is probably better than TBI but I wouldn't be afraid to use TBI on the Stage V.

If you are serious about building an engine like that you should talk to Rich at FAST Man EFI. He has done several of those engines and he can walk you thru the choices. I also think that Tim at FHO is a good person to talk to. I know he uses the Stage V intake on a lot of his engines.

I haven't tried throttle bodies on a crossram but I bet it would work better than a pair of carbs. The carbs get messed up by reversion while the fuel injection would not have the same issue. If I had a cross ram car I'd try a pair of throttle bodies first to see how well it worked. If I couldn't get it to work then I'd switch over to a Stage V intake since I know that combination will work.

If you have the later two piece Mopar Hemi Xram I feel your pain, I don't know of any one who bolted on one of those stock that liked it, especially on a street and strip car
The original OEM Mopar drag race Xram where great on the Hemi drag race motors, I'm not sure how they worked on the street though

Here's why the Stage V will work okay for you. This one is untouched but with Tim's CNC'd Stage V heads. Knowing what I do now I wouldn't have wasted the time with those AVS'.

FWIW...the only thing that will make more power on a big cube hemi than the Barton single 4500 manifold or the big Indy 426-4 manifold is the big Indy tunnelram or a custom sheet metal tunnelram. Keep in mind that there are 3 different versions of single carb, single plane, Indy hemi manifolds.

A good dominator is plenty streetable. I have a Pro Systems 3 circuit 1200 cfm dominator on my 572" pump gas hemi that's been 9.54 at 140 mph on motor and 8.91 at 150 mph on nitrous at 3900 lbs. I use the Barton single 4500 manifold.

I run dual Holley 1050 Dominators on a Indy Tunnel Ram on my 528". We did plenty of idle, cruise & WOT adjusting & tuning on the dyno. Totally streetable & makes nice power. Motor was built for the spray anyway for at the track. My next big upgrade someday will be EFI & 4500 size Throttle Bodies.

The crossram is heavy, 47 pounds as received. Its super thick and doesn't need to be, example.. the china wall was 13/16" at thickest point, its now 5/16. I played on my mill for a few days, pulled 7.2 pounds off. Still 40 is heavy. My airflow guru at Chrysler said to block off the interconnection, it will hurt peak power by 25 HP but will make a huge difference in low speed drive-ability. might be worth a try. That stage V manifold looks great.