Six Barrel vs Single 4 barrel

First let me introduce myself and say hi! The car in question is strictly drag-race. 73 Cuda aprox 3800 lbs Currently 4:56 Dana but think we're going to take gear out of it and make it a 4:10 It will be an automatic and the converter will be matched to the combo once the engine gets closer to completion.

I'm having a RB stroker built between 498 to 514 depending on the rod/piston that the builder settles on. Procomp heads bowls light porting and gasket matched. Solid lifter cam compression will be in the neighborhood of 13.5 to 1 Builder estimates horsepower between 600 and 640.

I've previously run the car with a Six Pack (vac secondaries softest springs) and a 4 speed. Car ran strong no bogs idled great. Ran a best of 1190 at 112 (flat top 440 steel head motor) In the interest of bettering the performance I installed a Team G manifold and a Holly 950 hp The car ran exact et little less mph but better 60 ft 1/8 mile Six Pack seemed softer on the bottom end but pulled harder upstairs 2-3 mph more.

The builder recommends at least a 1050 Dominator but said the 950 will work for now (at the sacrifice of performance).

Now for my question.....In you're opinion with the flow characteristics of the Six Pack and design of the factory aluminum intake will it feed this engine? The reason I ask is the visual appeal of the Six Pack versus the four barrel, but if I'm going to sacrifice a lot of performance I'll drop the idea Thanks Randy

Six Packs are cool, but Ive never seen one run with a good single plain manifold and a good 4150 or dominator for that fact with those kind of cubic inches/application. Ive never had any experiance with a Team G manifold, but a victor or M1 single plane with a good 4150 like a 950HP or 1000HP or a 4500 dominator would no doubt make more power. Six packs are awesome on street cars or cars in classes that HAVE to use stock carbs. Other than those two variables, single plane, four barrel is the way to go.

I have a 700 horse 6-pak engine. They work great only if you know what your doing and how to modify the manifold. The last time we dynod my 535 we spent the afternoon testing manifolds. We found that a heavy worked M1 with a dominator made the most power, the dominator only made 3 horse more than a 950 and was 5 down on torque. The dominator and the 950 where both Quickfuel carbs. We tested a Weiand tunnel ram with duel 750 Edelbrocks, it only made 8 horse more than the 6-pak and torque was real close also. We ran a cross ram and was not inpressed at all. The 535 with the 6-pak made 698 horse and with the single four dominator it went 730. The 6-pak runs out of steam around 6500rpm, but then again my engine is a big cube motor with Edelbrock RPM heads so the screaming high rpms aren't nessasary. Just my

My 518 C.I. low deck stroker(4.300 stroke x4.375 bore, Eddy RPM heads CNC ported by MCH, 10.29 to 1 comp. ratio pump gas motor)made 720 hp at 5800 rpm and 744 ft. lbs of torque at 4500 RPM, I change the intake to a Weiand Team G 4500 low deck and used a Wilson 2 inch reversion spacer with a 1050 Dominator carb that has really works well on all types of motors and that combination on its best pull made 708 hp at 5900 RPM and the same torque at the same RPM as the six pak I have since tested a higher compression 527 C.I. motor with Indy SR M.W. port size with two different Indy intake manifolds and the 4150 manifold(440-2) with a two inch tapered 4150 t0 4500 adapter made 22 more HP than the 4500 Indy intalke did with a one inch phenolic spacer and the same carb twenty minutes apart on a engine dyno. My point is maybe I should have had and tested a M1 4150 type intake with a tapered 4150 to 4500 adapter instaed of the 4500 intake on my 518 motor Bottom line is you have both intakes and both sets of carbs, I would try them both and keep the one on the car I liked the best and tell everybody else to kiss my rear bumper

Seeing is believing. I love the look, the sound and the performance of a sixpack. Here's a comparison of a sixpack and a four barrel on my 493" pulled 682 horsepower with 3-2's, ported Edelbrock aluminum manifold and small port Indy EZ heads, with a 550 lift hydraulic cam spinning at only 5500 rpm. Here's the article on it from Hughes.

http://www.hughesengines.com/TechArticles/13dynotest684hp500cid6pack4bbljcross012007.php

Six paks are for SS and Stk , street apps too . But for a bracket race car , for the sake of ease of tune ability do yourself a big favour and go 4 bbl.
Chryco

Sixpackgut has always run 6 packs on his challenger (493" RB motor), but he did test a GOOD single 4 setup once and it slowed his car down. If I recall correctly he tested an Indy single plane w/ a 950 HP Holley against his well tuned six pack setup. He is not using a stock six pack intake though. When he did the test I can't remember which 6 pack manifold he was using, it was either the Weiand SS hi-rise 6 pack or a modified tunnelram with a six pack top on it. CHIP

The 2 plane 6 pack manifold is not the best choice for high performance. There are some custom 6 packs around that are not 2 plane factory types that work well but they are basically tunnel rams with a 3x2 top. IMO Team G manifolds are junk unless a lot of work is done to them. I like the Indy and Victor manifolds for max perf.