Great. Post your driving impressions and track results. It will be good to get real comparison data.

the 600's are the same size venturi and throttle bore size that street hemi's, early s/s wedges and IIRC the old 409's had; definitely not on the large side. keep in mind that chrysler offered a larger set of carbs for the '67 hemi's (which were identical in throttle bore and venturi size as '67 440-375hp and '64 wedge s/s and 750 edelbrock) because the original carbs really weren't big enough. add another 75 cubes and the idea of larger carbs is more enticing. don't let cfm ratings and all that muck control your choices. the 650avs2 has a little larger secondary than the 600 plus an adjustable air valve. i also like the annular booster. i've been up/down/sideways and every direction you can go with my carbs and the truth is they're close to being the way they were as they came out of the box. i've always wanted to try a pair of 750's (they don't really do 750cfm) but been too cheap to buy a new set of carbs. i do believe my engine wouldn't have any issue with 750's. as far as WOT throttle goes my carbs are very smooth. no hesitations, hiccups, bogs, nothing; just smooth power. i run a progressive linkage like the street hemi's which is good for driving but not the greatest for trying to pedal the throttle in low gear. this set-up will flat blow-off the 275-60 tires i have on the back at will in low gear from any speed. very good mid-range power; even with a 3.23 gear. i can lug the car down to 15mph in high gear and just give it some throttle and it cleanly drives away. these quads are also the cleanest burning fuel system i've had. i used to be a die hard 6pak guy but this set-up has really changed my perspective. i like 6paks for shear power in a street engine but considering a ch28 set-up is half the price with fewer headaches the choice gets simpler. i'm not a fan of big holley type 4bbls and single plane intakes for street driving. they don't necessarily make power because the single carb is so wonderful but because the intake manifold flows more air; sometimes a lot more air than a dual plane. but, large venturi and throttle bores don't always mix air and fuel good at low rpms and for what i do i don't want to give up torque below 3500rpm.

That setup looks perfect on the mopar440. In my opinion because of the mopars wide intake manifold I think dual under hood quads looks better on the 440 than the 454 and all other makes. Plus it pays homage to the days of more power mandating more carburetors.

i wanted to keep the '60's theme with the car. it's not over gadgetized with modern stuff.

i have always wanted to try a ch28 with two 1 3/8" bore primary thermoquads. [800cfm ?]
i know i would have to fab some offset adapters because the ones available would [i think] not allow the carbs to bolt on because they would hit each other.

Offenhauser also still makes an under hood dual carb intake for the 440 with more carb spacing than the Edelbrock. But I have read the single plane Offenhauser is not as great a performer as the dual plane Edelbrock.

Your correct on that
Been there, done that
The early Fire Power Hemi and inline dual quad wedge Mopar OEM motors came with single plane dual quad manifolds with progressive linkage, they flat suck compare to the stock 426 street Hemi motors with the dual plane intakes

I already have access to the eddy intake and carbs so its even more simple.....now what about an air grabber breather setup for 2x4?I believe spacing on the hemi is different correct?

hemi carbs are further apart. you'll probably to get a little creative. it may be possible to take the edelbrock air cleaner base and adapt it to a factory base. the manifold height for the ch28 is noticeably taller than a stock iron 4bbl, and i think about 1/2" taller than a ch4b but shorter than a ch6 or RPM intake.

thx lew

i forgot about the CH28 being taller than the CH4B. i already have a drop base air cleaner [moroso] on the T-Quad with the 5/8" thick adapter needed for the CH4B, and the stock hood on my charger barely shuts now. i guess the CH28 is out of the question to use.
i don't want to cut my hood for a scoop, so unless i can find a taller flat hood, i'm out of luck.

Have you considered lowering the K member?

not cutting anything up on my '65's body was a prime objective. i have at least 1/2" of clearance between the hood and air cleaner wing nuts. my engine is in the stock location. the edelbrock alum air cleaner is a no go; way too tall.

Lew any pix of your engine air cleaner setup?

this is what i'm currently using. adequate for the majority of my driving; small for racing.

that never crossed my mind. how much would be the max ? 1/2-3/4" ?

I learned a long time ago that every time I made the B and RB motors consume more air and fuel, improved that, they all made more power at the track drag racing Same thing on the street also
Go big or leave power on the table
If your going to run 2x4 on progressive linkage look at using a set of 750 or 800 CFM carbs

my engine is 445". no big cam, compression, or professional done heads. no low gears or loose converter. but, i do believe it could handle 750's without a hiccup, and make a little more power.

That is the range. I usually go as much as the steering column or radiator shroud will let me. If it were possible to mount your carb without the adapter (or mill the intake down that same amount), combined with the 'K' drop, it would give you over an inch of extra clearance to the hood.

I have an Indy intake and Dominator carb under the Shaker on my Cuda. Dropping the 'K', lowering the radiator, using a drop base air cleaner base, and modifying the air cleaner lid was the combo that made it possible. And you cannot tell it by looking at it.

Ive ran some smaller intakes on my 512. Streeter. It still ran like a bear. I went 10.95 with a ported six pack and 10.92 with a TM6 and a 4150/1050. I have a Indy single and a dominator on it currently and it feels stronger but, it’s gonna get the six pack when I put a 4 speed back in. The TM6 is surely one of my favorites for street duty.