NICE!!

Those throttle bodies are somewhat shorter than carbs. That would help in you quest to use that intake with the N96 airbox

"over 500 ft/lbs between 2000 and 5000" THAT is an enviable torque band, and great for a mostly street car, like mine
9:1 seems low, especially with aluminum heads, unless you are running regular vs 91-93 octane pump gas
I will want a little more CR than 9:1 but I certainly don't want to have any problems with premium pump gas
I'm looking for my stroker to displace around 540 cu in because I'm only building one, and running at the upper limits of a factory block (600-700HP) and trying to get a good factory block to do it with (I'm storing my current short block when the stroker goes in) I figure an aftermarket block is going to be great peace of mind, and I may as well make it aluminum, and the one I want allows for a 4.50 stroke without clearancing, has a 4.50 bore (w/room for a little more bore). So I figure a 4.25 stroke and 4.50 bore will have great torque and good HP with easy to live with cam and valvetrain.

I had to use a reverse dome piston to get it there, 34cc dish IIRC. Runs great on regular. OOTB RPM heads with a good valve job.

I used 1.7 rockers so the .509 lift became 576. It still had the same choppy idle as a 509 cam in a 440 does which I thought the extra 53 cubes would soften up. I expected it it to be a dog under 3000 judging by how it sounded. Imagine my surprise.

That's the magic of displacement.

If I were to do it again I would have Dwayne Porter spec me something a little less choppy, more EFI friendly in the idle dept.

Kevin

With an aftermarket block, why stop at 4.25 stroke?

572ci /4.5x4.5 bolts together just the same, but oil pickup may need to go external
(which, once you have the aftermarket block is really easy given most aftermarket blocks have
provisions for that built in).....Unless the appearance of the oil line is not desirable, which is understandable.

There are even shelf/stocking pistons for 572, both hemi and wedge with normal street compression ratios.

Iron 1978 452 heads

WHY?

That's what was on it when I bought it. Hardened valve seats I assume is why.
I'll be using TrickFlow 270s.

Thanks for the reply.
Lower piston speed w/the .25 shorter stroke.
Regarding the pistons being readily available, the bore of my planned 541 is the same 4.50 as a 572, so unless the stroke changes the piston, which I could see the 572 maybe having shorter pistons or the rings in a different place, but maybe not? the pistons should be the same.

In the combos I have been lucky enough to be able to study, a 7.100 big block Chevy rod is usually used in both.

If you wanted to run a regular shelf BBC rod (meaning not custom length), then 540 pistons will have a taller compression height
than 572 parts. Along the lines of street engine use, this will give you a taller and more stable piston which has the side effect of being
slightly heavier, nothing to worry about.

A person could get around this if connecting rods longer than 7.100 were readily available on the shelf, but alas that isn't so.

On the other hand a 572 with 7.100 rods is well within the known safe zone for a street engine, as it has the same rod to stroke ratio as a Pontiac 455,
and is still slightly higher than a Chevy 454.

Indy (diamond) is the path of least resistance for 572 shelf pistons, they usually have them on hand for crate engines. And maybe they are nicer to deal with now!
They may not be perfect in every way, or have the latest awesome tiny metric rings.

Just wondered why and am not trying to be persuasive....

can't help on the whole 6 pack thing...I have a brand new setup collecting dust but not sure if I will ever use it. I keep collecting
parts for an eventual project, but who knows if it will ever happen.

Best of luck in any case

I’ll like the Trick Flow 270 heads, I use them on a 558 RB it’s a great low revving street/strip engine.
Mine has max hp at 58-5900 rpm and max torq at 4500 rpm with a single plane and a comp solid roller (275/282 deg. and 657/659 lift).

Keep in mind that the 270 heads will raise the intake since the runners are extended, I don’t remember how much but I guess around 1/2 inch higher ...

Thanks guys.
I guess another reason why I prefer the 4.25 vs 4.50 stroke is I'm keeping my 5 speed Passon Performance transmission and it's rated (conservatively) for 700 continuous ft lbs of torque. If I start shredding it, there aren't many 3 pedal options, and a Jerico or Lenco would not be much fun on the street, as far as I know.
I'm concerned about going too far with the build, making it into so much more than I had intended that I enjoy it less than what I have now.

Thanks for that info/reminder.
I'm a fiend for the Air Grabber. I have GOT to keep it!
I have thought about the possibility of raising the raised part of my hood. It would take a really good body and paint guy but I know one.
I just really don't want to have to go through the cost and time.
If the Weiand turns out not to fit, I will have to sell it and "fall back" to the ModMan.

That continous torque concern is very traction dependent.

Kevin

Well You have the intake now. So prove it to your self this Saturday.
Take the aircleaner assembly off your current 6 pack set up and shut the hood wih the AiGrapper open. If you can meaure how far below th ehood the stock set up is.
Put your Weiand set up on your motor with out the air cleaner and slowly shut the hood with the airgrabber open. measure the difference.
I know for a fact my friend ran that set up on his original 70 RR 4440 6 barrel with the factory carbs and he had to make the modifications that are show in the lin above to get it to run right. I wish I still had the pictures. His air box was still in place attached to the hood but had been trimmed to get the hood to shut completely.
He also had the factory 906 heads with standard port location. I am not certain it will work with the Trick Flow or Edelbrock raised intake port heads. That is why I suggested you try it wothout the aircleaner in place first.

That are shown in the lin above?
First, thanks for the reply. Do you mean removing the water pump and radiator and trimming the airbox?
Here is your other post:

And yes, I have committed to the Weiand, sent payment, and I'll get it next week sometime, so next weekend would be the earliest I could try it.
Your post about it fitting is why I bought it, and me wanting one, of course. I'm also buying an A12 6bbl base, rubber seal, and air cleaner top in case I can use that to help my situation. It's cheap enough and in great shape, so if I don't need it, I'll sell it to someone else.

I got an Indy Dual Plane intake and Dominator carb under my Shaker in the Cuda. I had to drop the K, fab up a drop base, and fab up an air cleaner lid. The air cleaner lid basically touches the inside of the Shaker bubble, but it is all under there and looks stock.

You can see the lid through the Shaker grills.




Are you good with fabrication?

Am I good with fabrication? Not really.
I'm counting on being able to work with trimming the airbox, and I have an A12 base, seal, and filter top coming that may help if I need a hybrid Air Grabber setup.
I'm going to have a QA1 K-member and front suspension system installed in February. Any suggestions? Trick Flow 270s are coming when I get my stroker motor built. They are going to lift the intake a bit from what I'm reading.

270 Trick Flows are Max Wedge ports, is that going to work with the intake you bought ?

The Weiand 6bbl intake has been opened up to Max Wedge port size by others who have had that combination.
I welcome any input from anyone who has had the Weiand intake.
I am going to try it on my current setup 440 notched flat top factory pistons, forged steel crank heavy rods, 1&7/8" TTi headers, 292°/.509 Purple Stripe cam, CompCams springs, hydraulic flat tappet lifters, 10° locks and retainers, new stock pushrods, stock rocker arms and shafts. 4.10 gears, Passon a855 5 speed. It came with the circa 1978 452 iron heads, I guess because they have hardened valve seats.
If my stroker motor was going to have Trick Flow 240s, which it was before I decided to use an aftermarket aluminum block and go "big" on displacement, I would get the 240s asap and try them on my current 440.

Well the Weiand P3690982 6bbl intake is on its way to me. Once again, like before when I was negotiating buying one, except now I actually HAVE bought it, if I wake up at night I'm thinking about it, or rereading posts about it. Yep, I've got it bad for that intake.
A few observations:
There are people I've spoken to who have been using one for over 10 years. The majority of opinions or experiences with those who have used it are very positive! The Indy ModMan with the 6bbl top is pretty good too, especially for a big stroker motor.
BOTH the Weiand and the Indy ModMan have been setup with the F&B direct port injection 3x2 throttle plate EFI system.

A couple of questions please!
1: Anyone with first hand experience with the Weiand 6bbl intake, what made it work BEST for you, and include some info about your engine.
2: Who has started using the Weiand with the factory Holley 2bbl carbs and then switched to the 3x 500 CFM Holley mechanical carbs with accelerator pumps, and what was the difference? Info on your engine also please.
3: Has M Mosely with the awesome Barracuda and the F&B Weiand EVER run that engine yet?
4: Anyone switch to a 3x2 topped ModMan from a properly working Weiand, and what was that like, and what size engine, cam, etc.

I found out today that this intake is "new" except for the mods Chrysler Performance made, which I was told does not include one of the 3 "popsicle stick" dams, but includes the other 2, the tapered shaved area by one throttle bore, and something I haven't read about, the center carb bores in the top being slightly fluted downwards, like an inverted EFI stack.

Pix upon delivery will follow. Please reply with any pertinent information, and thanks to ALL who replied!