Hemi Bathtub Single 4 Intakes - Anybody tried one?

20 years ago a friend had the nascar intake on his 64. He made a top out of 1/4” aluminum with two AFB carbs, cross ram. He drove it 50 miles to shows once a week plus around town a lot but never said anything about any problems with it. Haven’t talked with him in awhile so I might call and ask him. To me it sounded good, fired right up and no attitude when leaving the shows.

Tom was a perfectionist. He was never happy with the cross ram wedge, and the Weiand Tunnel SixPack either.

Autocuda - the date on the Tech write up from Tom was dated 6/74.

At that point in time Tom wasn’t happy with the manifold and as you can see was still working on it.

I was still running Super Stock with my car and at Indy that year had the fastest car in its class using the STR.
To the contrary - never had any issues launching the car. A friend of mine was using the Weiand and he was a solid tenth behind me.
Bantering back and forth at a Milan test day - the explanation that was given was the Bauman carbs made the car fast and clean.

From my recollection they developed the Weiand further

at Spehar’s and Rossi was one of the first guys to get the cals for the carbs and the mods for the manifold.
I left SS at the end of 74.

Side note - the pics of the Indy manifold Doug posts - looks a lot like an STR derivative.

Autocuda - Ron was using the CD cam, me the GK.

Comparing cars, the GK made more power. The dyno runs you show, while interesting are not the one I remember. The one I mentioned to you
Show the GK R-276 vs. the CD R-286. The GK was better.

For some reason GK never got their due with Chrysler.

And this is how some are modifying the Indy.

After reading these post can you imagine where Chrysler would of been, then and now, without those guys expertise?

I was on a plane with Hoover coming back from a Drag Seminar and we were chatting about him leaving. He then pulled out his brief case he had under his seat.
Opened it up and showed me model trains he had been messing with.
Said he was going to work for GE or Westington or ?? on train engines which was his first passion as a kid.
His dad was sort of a master technician back in the day.

I heard later that Tom had sent a diesel head to SVI for some head development. I can imagine what that looked like.

Tom had a dry humor.

I remember during the seminar that he had mentioned they were developing ways to get the engine closer to real world operating conditions when honing the block.
The head plate was being used back then. He said they tried running hot water through the block while honing to simulate a running engine.

He said it didn’t help at all. He said - “all we got for our effort was wet shoes”.