An asymmetrical radius & blend to those entries and barriers can be made to clean up cylinder-to-cylinder distribution problems.
Shops: do it once on your flow bench, offer it as a useful service for that manifold. Make a video of the mods, sell it as a CD on Racing Junk, Amazon, eBay.

We ran several of these in the old days. They came on the RO/WO cars. Dick Landy also did those mods.

The only other option for the Street Hemi SS cars at the time was the Rat Roaster, which was a little better, but not much. We found the Vanke/Landy intake was about a half a tenth off from the RR. The Vanke intake took a lot away from the bottom end, but it picked up quite a bit on the big end.

As I recall, the jetting was not all that different from the stocker. A bit, but certainly not drastic.

Would be really helpful/ interesting to see posted jetting and metering for the Vanke on a 426. Been reading for a while and searching around and the .101 with staggered .083 jets seems to be the common theme.

Interesting that those same jets come on factory 66 Hemi's, albeit a different idle circuit.

Whenever we raced them, we just started with stock jetting....and went from there. I probably have this stuff written down somewhere.....

Well this engine goes on the dyno in about a month - I would be interested in what info you have - in return I’ll let you know how close your package is to max.

Interesting timing, as we were going to dyno my brothers 426 with Vanke in a cpl weeks, but have put it off until we can get a better idea of what we will at least need to set us up for success.

Already tracked down and purchased 2 strip kits for the AFB's to make sure we have a good mix of tunability. : )

One jetting problem: the cylinder to cylinder and bank to bank distribution is not constant throughout the RPM range, or throttle position (vacuum) range. The engine will still be knock limited by its hottest leanest cylinder, but which one?

I think I am ready in regards to having enough jets, metering rods and even some boosters. And of course some spare air horn to main body and booster gaskets.

Possibly a question that could only be answered by someone who's "been there and done that".

If it were an issue of major concern though, you would see a pattern of burnt down Vanke mtrs like a plague on the forums and no one would be considering running them any more ; )

To bad no one has one of the original Mopar upgrade kits laying around. Would be nice to see the individual parts break down of all the pieces they supplied for said modifications : )

I believe Bob Mazzolini runs this manifold on his NHRA Stocker. You might give his shop a call.

this info is from an old magazine article about the Vanke intake.
I used this as a starting point with my sock 625 cfm carbs and vanke modded intake, and it worked pretty good.

The jetting Vanke used was (probably with open headers);
rear carb
throttle side opposite side
primary stock .089 stock .089
Vanke .089 Vanke .104

Secondary stock .080 Stock .082
Vanke .089 Vanke .104

Metering rod
stock .0665 .058 Stock .0665 .058
Vanke .0665 .058 Vanke .071 .061

Front Carb
Primary jet stock .089 stock .089
Vanke .104 Vanke .104

Secondary Stock .1065? Stock .089
Vanke .1065 Vanke .095
Metering rod stock .071 .061 Stock .071 .061
Vanke .071 .061 Vanke .071 .061

The article also mentioned different pump clusters (carter # 48-294-s) different needle and seats (carter# 25-861-s) and different primary clusters (carter#58-902 and 58-903) the pump cluster orifice size is .075 and the needle and seat orifice is .111
Vanke stated this was all just a starting point and that the clusters were not all that important

That is some Great info Hemi_Joel!

Can you elaborate on your Hemi set-up (426 or over bore/ stroked) Stock or other cam ect?

Great to see info like this still out there and individuals still willing to share it!!!!!!!

Sounds like you're right about where we are. Also have multiple sets of metering springs for fine tuning drivability once the rough is dialed in.

Maybe we should compare our build specs, as I intend to update this thread as we go through the summer or until everything is dialed in for anyone looking for this info in the future.

You do the same and we can bounce our findings off of each other and maybe make it that much easier : )

While all that jetting is fine for a starting point but remember the factory cars equipped with the vanke intake had larger carbs than factory street hemi.

Agreed, but when you get confirmed info from a reputable member who says this;

"I used this as a starting point with my sock 625 cfm carbs and vanke modded intake, and it worked pretty good."

It gives you a good indication that dual 625's can be made to work : )

69 F5 - PM sent to you.

When I used 750's on the Vanke, I started from scratch and developed a stagger that worked using dyno testing with thermocouples in all 8 tubes plus track testing. I am 100% certain that my results were NOT dead on. But they were closer than when I started. That was 16-17 yeas ago. If someone is going o run 750's on a Vanke, I will try to find my notes.

My motor at the time I switched to the Vanke was a 4.310x 4.15, solid flat tappet w 630ish lift, short duration (can't remember the numbers) $600 worth of porting by Glen Knowlton, 11.8:1, 612 horse. Over time, I added the 750's, a .730 roller cam, more porting, and added about 100 horse. Shifted at 7400.
Then I converted a factory intake to a single plane that still looked stock on the outside and picked up another 40 horse. This was all with exhaust manifolds for FAST.

Man, to be a fly on the wall during those dyno sessions would have been Nuts!

Do you recall the change in bottom end and top end power when you switched to the gutted (pretty well plenum short runner) intake?

I could see 3-500 increase in top end power, but very curious how much low end would be lost.

The rumors at the time where that the vanke was going to kill the bottom end. I was expecting a big hit, but it never happened. I assumed it was because of the cubic inches.

I know this is old post being resurrected. Found it while doing a search.

Did the dyno testing ever occur?

Just to correct some of the info. The Mopar Vanke kit and jetting modification were for the Hemi Street carbs. Primarily the 4139 and 4140 66 carb. 4139 and 4343 (almost identical to the 4140) 67 carbs. These were the 625 cfm.
The 902/3 are almost identical to the normal street venturi just different idle feed and no distribution tabs.

The 48-294 shooter is .035" not what was listed. The stock 264 were .028". Later 68 up the rear street carbs got the 294 while the front kept the 264.

The cheater carbs 750 were not allowed by NHRA as I have been told. They also were not factory provided on the 67 cars. They got modified 67 street carbs.

The jetting and venturi in the Cheater carbs, 4345 and 4346 are total different and the venturi use distribution tabs. The primary jets are larger and the secondary are much smaller and also staggered. So clearly they are working on distribution. Which is really why the dyno results would be nice to know. Seems like the upgrade to 750 cfm totally changed the jetting approach.

I have seen some interesting stuff done to the venturi on carbs I have come across used for racing. One set had half the emulsion holes on the primaries soldered closed. Idle jet moved up to .040", with big shooters also. Not sure about the motor other than 426 hemi with Vanke manifold and modified 67 California Carbs.

If you examine the venturi and jetting from 66-71 you see constant minor changes in jets, rods, idle bleed, and air bleeds. 66-67 are non emission and air bypass carbs, then 68 to 71 are the emission carbs with changes every year through 70. 70 to 71 are the same except the switch to manual choke and some minor linkage changes. All with the same motor and intake except mech to hydraulic change in cam.