Thanks for that great info. So many smart people on here!!!

If you buy a carb with a dual bolt pattern you don't have to redrill the manifold. Some vendors sell dual bolt pattern carbs. Another option is to use a large 4150 flange carb. I use a QF-1050-AN carb on the dyno and it makes pretty good power compared to a 1050 Dominator. Not quite the same power, but usually only gives up 10 hp to the 1050 Dominator.

x2

Would love to test it on an engine with 8 EGT's, but looking at the overhead shot of both makes it seem like the mixture distribution wouldn't be as even on the 4500 flange version, a disproportionate amount of the throttle blade looks to favor 1, 7, 2 and 8. I'd expect cylinder to cylinder variation that would be partially resolved with the smaller opening. With EFI you can fix some of that distribution with individual cylinder timing and fuel trims, but you can't fix lower output from less air physically in the cylinder.

440-3 experience here. #1 and #2 were always the leanest, #3 was a little leaner than the remainder. I had the intake ported and the guy who did it dimpled the runners on #1 and #2, this helped. He had also flowed a -2 (not mine) with and without the 4150/4500 adapter, IIRC he said it lost 10 -12 cfm per port with the adapter. For info we swapped to a 3x and picked up 2 tenths, 25hp on an old 750hp 528 combo.

In my testing the 440-3 always worked the best. It worked better than a 440-2 with an adapter and it worked better than the 3x. This was on my old 514 that had ported EZ heads. That engine usually made in the 800-900 hp range depending on what combo we were running. For the OP's situation that info may or may not matter since it doesn't sound like he is looking for the absolute most power. I think an adapter for him might be the easiest approach. Some people report good results with the adapter but we never saw it on the dyno with our engine.

We run 8 O2's on pretty much everything. EVERY single 4 intake has issues with distribution. Why they make carbs with circuits to help correct that, if one knows what thye are doing. You can also can use individual cylinder timing to help. Dont matter WHO ports it there is an issue, some better than others but I have yet to see one that does not have that issue.

Just for my own edification, because we are talking about numerous manifolds here, is the 440-3 the new one that Indy sells on their website?? That is the route I have chosen, I don’t want to use a spacer. Thanks

440-2 RB 4150
440-3 RB 4500
440-3X RB 4500 taller and extra plenum volume.

440-3 has been for sale for a while, early ones seemed to be a plunge cut -2, later ones a dedicated cast 4500. All are single plane, part #'s seem to have changed on the new website though

Thanks for clearing that up....i was getting confuse

I think it was northwestern NY. Maybe Niagra Falls.

Is there a reason why you wouldn't use a Super Victor #2893? $538 @ Summit 10% off if you have a code.

Is this the one you are looking for?

That's great data Tig and Al, thanks for sharing it!



Appreciate sharing the plot too, always interested in plots like this. And it makes sense any single 4 is going to have distribution issues.

I calibrate diesels as my day job and we have many degrees of freedom to adjust issues like that. One thing that has always struck me as interesting, in a boosted application the distribution changes based on manifold pressure and engine speed. We measure the cylinder pressure in real time and also will measure individual and bank average exhaust temps. At different boost levels the correction needed for each cylinder is different, and it changes with altitude too.

I agree with the SV intake. If Indy is charging $900 for the 440-3 then switch to the Edelbrock Super Victor. It is only $538 and you won't have to pay shipping. The SV intake works just as well as the Indy intake, if not better. On my 514 I switched to a SV intake and picked up power but I won't claim that it is always that way.

https://www.summitracing.com/parts/edl-2893

The Trick Flow R series intake is supposed to be even better than the SV intake and it is even cheaper. I haven't run one of these manifolds yet but if you need a 4500 flange intake for a RB block with MW ports then I'd try this one: https://www.summitracing.com/parts/tfs-61600115

Just have your current intake comnverted to a 4500. The 4150 and 4500 are exactly the same intake casting and you already have it and it has been ported. The 3xis a completely differet intake, larger plenum for a larger engine and was introduced to compete with a B1 intake on an Indy platform.

Thats just a partial deal for us. We actually monitor 29 different channels these days. Thats a few years old and the spread is even closer now. But not without MANY hours of work on the intake and carb to get there. For instance the carb has three different boosters in it.

Thanks for that info Andy!

Thanks Tig!