Thanks! I sent them a message through their website.

years ago I did a extensive dyno test on three different intakes ona 496 C.I. 426 W pump gas motor, a Torquer 2, a M1 single plane and a Edlebrock Performer RPM.The RPM was better below 4500 RPM and the M1 was better above 4500 RPM with teh averages being real close to the same from 2500 RPM to 6500 RPM. The Torquer 2 was not close to either one We jetted for best HP on all three intakes with the same carb. I ended up putting the RPM on the motor for street use, the owner loved it

With MW Stage 6 heads i'm limited to what manifolds i could go with on my 400.512. I went with the Super Victor 4500 manifold but jammed a 950 Quickfuel dual bolt pattern 4150 carb. Im working on the high atomisation from the small carb on a big plenumb will help it make good mid range power. Im getting ready to fit this on the coming weekend.

If its a standard port opening on a short rod 512 the velocity in the port will be so high I would put the 4150 Edelbrock Victor on it and not worry about it. It will make so much torque and give up by 6000 rpm anyway.

@FBS

I only ruled out the victor as an option because the manifold is too tall to clear about any stock production car hood (that I'm aware of). I agree a single plane is typically the best option on a 505-512 with stock size ports.

A ported Street Dominator will clear a stock hood for sure.

Gotcha.

Dyno pull with M1 SP. The guys tuned up the sequential injection and individual cylinder fuel trim for ~+40 HP.

That is EXACTLY the motor I want to build. Something with a broad fat torque curve and good power all in under 6k - the perfect street motor. What else can you share about the build? Thanks!

It is a pretty simple build. Low deck with 4.15" stroke and 4.375" bore. Steel main caps and studs. D dish pistons with 10.2 CR and zero deck for good quench with a ~.040" gasket. Ed heads thoroughly pocket ported. We were going to CNC them with the freshen but the guys flowed them and little to gain. The cam is a MM lobe mechanical flat tappet 243@.050 and .55" lift with 108 CL.

The engine has behaved well for >15k miles including two full road track days... where I out drove the "hemi" oil pan and also got the oil pretty hot. That was the main reason for the freshen... the EFI tuneup was a nice "extra".

Very similar to my build!

The 243@050 cam duration is a big part of the equation. Interesting contrast with the thread the other day where someone was looking to put a 270@050 duration cam in a very similar engine.

See you fixed the oil pan issue. Have you thought about an oil cooler? What have you got that monster in and what transmission and gear?

On the oil cooler... yes. I will fit a sandwich adapter and likely B&M plate type oil cooler... still figuring on that and wonder what will work. Its in a 1970 Challenger, 5 speed and 3.23 rear. Here is a pic in action. Next tuneup is the driver!

I'm just impressed that you resisted the urge to over cam the engine! I tell people all the time that the Mopar .528 works just great in a street driven stroker but a lot of people think I'm nuts.

From what I can see, the timing events on the 528 cam are pretty similar to the one I am running with a bit less aggressive (safer) lobes. Very good for a street (or endurance) engine. With the limitation in port flow on a standard port head it seems like a bigger duration cam would narrow the torque and power band w/o much corresponding benefit in peak power. With a manual transmission (or even AT, esp with tight converter) the wide power band is great... just keep her between 4500 and 6000 RPM and all is good... or cruise to your heart's content at much lower revs... which I have done.

On a dedicated drag car with high stall converter, may be a different story.

Neat car. Flat hood and all. I bet it will embarrass some folks. Lol

I've had several low deck strokers. The first two were 452s. I ran a Street Dominator with an 850 TQ on the 1st motor. The carb had several mods. Probably the most responsive combo I've ever ran. Gobs of torque.

The second stroker I ran a six pack manifold with BG Six Shooter carbs. This combo ran great however I think the motor needed some more carb. The total CFM on theSix Shooter carbs was 750 CFM, well below the standard Holley setup.

I am not nearly as knowledgeable as any of these enginebuilders but I did just install an FiTech fuel injection system on my 408 with 228 234 cam and eddie airgap intake. The idle vacum was and is around ten inches. With the 750 DP it idled as if the cam was much larger drove as if the cam were much larger but raced at WO throttle corectly. Admittedly I did not tune the carb as though it was staying on.
However an engine must pull fuel from a carb whereas injection is not pulled from the carb only to the cylinder. Single planes seems to be the more logical and popular choice among OE injected engines and injection manufacturers when asked.
Having said all that I think the carburetor ran harder at wide open, but is that due to the softer feeling bottom end of the carburetor? OR am I running into the same situation that David Frieburger, Dulchic and Bruell did while comparing efi to carburator?
I don't know, what I do know! If it is infact loosing power at WO, EFI makes up for it everywhere else. So yes I would like single plane.
Input but no solid answer.