A flat hood limits me to a factory intake, or a mod man. The plan for now is early 5.7 heads, for which I think Modern Muscle offers adapters for newer intakes. My core is from a 04 Durango, so I guess the first question is how much power that intake might kill on a 440 incher with a mild cam. A mod man with a Fast EZ EFI would be simplest, but I'm not convinced it would work best. One school of thought is all those cubes would cover up that intake's weakness (if it is a poor intake, I dunno). 6.1 intakes seem overpriced to me but if that the best choice...

I don't know if a 5.7 can go out to 440 inches. Even if it did, it seems like the larger engines have a tendency to come apart from what I have read.

this intake way better than a modman

Since it will be mostly street, a 6.4 variable runner manifold is my choice, which I bought new/takeoff. I have a 5.7 core, plan on 4.00 bore with Apache heads and a 3.888 stroke for about 390 cubes. A 4 inch bore will leave you some safety room, and a variable runner intake ought to pull the best torque up to 5,000 at least, then I would hope it will match some great intakes above that. The 5.7 newer variable intake might be better for your application. I went with a 6.4 since I got a good deal on it and the angled inlet is going to fit my chassis very well. Since a stock 6.4 makes 485 hp, I don't see why it won't be a great intake for up to almost 600 hp?
One last thought; you can set the runner length change up on an rpm switch, and tune it to what any size motor would want. Factory is 4900 rpm for a 6.4

I like a 6.1 intake. They look the best and work good

I like a 6.1 intake. They look the best and work good

Thanks all. I like Greg's approach, except it means riding the EFI learning curve. I'd like to know more about the intake Sixpack mentioned, as it would allow bolting on a EZ-EFI, sometimes simple helps move a project along.

EZ-EFI is not much bang for the buck IMO. Especially with a carb intake, only carb intake that makes power is the Ritter/Mopar Drag Pack. If you cant find a 6.1 intake get the OCP dual plane but go with Holley or Megasquirt multi port EFI. Simple as anything else in the long run and they control the ignition too.

http://ocperformanceparts.com/the_1st_single_4bbl_gen_3_hemi_dual_plane

I would like to see some dyno testing on the dual plane, I bet a lot of people will be disapointed, think about how sharp the turn the lower runners make into the heads ports. The problem with the 6.1 is it heats the air up real bad. If you are going EFI the 6.4 is probably the best. Carb I would think the Ritter tall intake would be best.

I have done some testing so far a few different ways. I put an OCP EFI intake on a 2005 Chrysler 300 where I did loose some torque which I did expect due to the shorter runners but it pretty much ran right with the stock plastic 5.7L car intake. The car has been together for a few months now and gets a best of 23.5mph. There is no noticeable drop in power whatsoever. One thing that is noticeable right away is the throttle response between the OCP and stock. I also installed one on my 68 cuda, carbureted with a built, stock cube 5.7L Hemi with ported early 5.7L heads. There is more than just a design that makes an intake manifold, it has a lot 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!! A lot of things must be taken in consideration for design. 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. What you use depends on your choice and application. It was not designed to out perform a Ritter DP but it will fit in places where it wont. Please click on this link for a vid of my 11.26@120.1mph run >>> Cuda 11.2@120 I will dig up the dyno sheet and post it up tonight.

Thanks Joe, looking forward to that! I saw you were the last post on those Eagle heads on LXforums, darn it. Let me know if you see any others. -scott

Here is the chassis dyno sheet for the Cuda. 3640lbs with driver, Stock cube 5.7L, Ported early heads, 11-1 compression pump gas engine. single 850 Holley with a port matched OCP intake. Divider wall cut down to 1/4". I over cammed it and out ran out of RPM capability of the bottom end so I didn't want to go any higher than 7500rpm where I tapped the rev limiter in one of the runs. I have a 4500 rpm stall converter so it was hard to get lower RPM torque numbers. Check out the link in the previous post for the 1/4 mile run.

Yeah, I just saw that post too. Damn!! If I see any others I will let you know.

Disappointed compared to what? It's better than the modman, which is what it was suggested over. It's already proven to be the best low rise carb intake on the market. It wasn't designed to compete against the Ritter/ drag pak


You probably know this already, but Hemijoejr is the guy who designed it.

OT but why do you want to make it so big? As previously stated I don't think you'll get 440" out of a 5.7. Even if you could it'll be a piston buster due to the short pistons and bad rod to stroke (R/S) ratio.
A 4.25" crank with a 4" bore (.080" over, some can go over that big or bigger but not all) would be approx. 426". But with only a 9.25" deck you're probably looking at a 6" rod, 1.125" CH piston and a R/S ration of just over 1.4, not good for longevity. Make it a 383 or 392 stroker, much better for longevity.
As far as intakes, pick your poison. If FI and you don't care about a modern look, pretty hard to beet a 5.7 Eagle intake. Little more flash, 6.1 aluminum intake (worse for heat soak though and $$$). Traditional look with height concerns, OCP dual plane looks decent, don't care about cutting a hole, the Mancini/DP intakes are sweet