B intake

Could post this in classifieds , but I know how hard these are to come by .

Maybe it is specific to the RB series for 440's etc., but I always thought that the Team G "looked" like a really good single plane but dyno testing had shown it was not very good at all. Is the B version different? I thought there was one Mopar specific intake for b blocks (the 337 or something?) that had been discontinued but was real desirable.

337 intakes are for RB blocks, not B blocks

That was mine many years ago. I sold it to that guy. Model 7533 B engine 4150 flange.
Listing

B block Team G's have huge dimples out of the runners for bolt clearance

I did a track test way back in the early 2000's including a borrowed low deck Team G.
I will look for that info in my files. It was when I was running a 451 CID with Edelbrock RPM heads.
Back then, my results showed the low deck MP M-1 and the Edelbrock TM-6 with some effort to improve those "dents" or dimples in the inner runners was the "best" for my 451 CID. And those hugh dimples in the Team G are not good.
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Here is a different test:
I did the intake swap at the track during MIR's test and tune with gambler's race. I have been running a Mopar Performance M1 single plane 4150 intake for the 383/400 low deck engine. I swapped to an Edelbrock TM-6 intake for the low deck. Both intakes were tested with a 1" open phenolic spacer and a Holley 950HP carb.
Some notes. The M1 has the distribution stick modification as shown in the MP engine book. The TM-6 had the "dents" in runners #3 and #6 welded up and ported full size on the inside. The smaller "dents" in runners #5 and #4 were simply ported to the full port size. Then a simple match port and 1" blend (they were pretty good stock).

Here are the numbers with the M1 first:

--Time-Temp-RH--60ft--330ft-1/8mi--mph--1000ft-1/4mi--mph---NOTES
09:48am 81F 49% 1.462 4.252 6.620 103.72 8.677 10.434 127.63 cold oil first pass
10:00am 81F 50% 1.452 4.215 6.569 104.44 8.618 10.372 127.94 back to back lap

Car cooled, ate lunch, and removed the M1 intake and installed the TM-6

--Time-Temp-RH--60ft--330ft-1/8mi--mph--1000ft-1/4mi--mph---NOTES
12:25pm 85F 52% 1.497 4.262 6.616 104.30 8.663 10.415 128.04 carb/hood seal bad
01:40pm 87F 46% 1.507 4.277 6.624 104.69 8.664 10.410 128.49 lots of sun on track
02:20pm 88F 43% 1.500 4.255 6.600 104.57 8.641 10.386 128.74 best mph of the day

I installed taller foam to seal the carb to the hood after the 12:25pm pass (the TM-6 is 1" shorter). It looks like the 60 ft just went away after lunch. Perhaps the sun heated the track too much or other tuners oiled the starting line too many times, I don't know. Since the TM-6 made more mph even though it was hotter, I am sticking with it. That 0.8 mph has got to be worth something. If the 60ft comes back, then it will beat the M1 by about 0.04 seconds. Pretty dam close, if I didn't do this on the same day I couldn't say which was better.

I did some number crunching. Using a horsepower calculated from 1/4 mile mph and 3150 lbs, the increase using the TM-6 from 127.94 mph to 128.74 mph was 12 hp. Then correcting for the temperature change, it was 19 hp! Now this equation might be a little high, but the 19 hp difference should be close.

Over 25 years ago one of my customers was running a low deck TG4500 on a 451 with a roller cam and ported iron heads.

Welding up the big bolt clearance reliefs and porting the inner runners in that area afterwards was worth over a tenth in the 1/4.

This was some flow bench testing of that TM-6 I was using.
My Edelbrock RPM heads were on the flow bench and the intake was bolted to the head for the flow tests.

And here are the flow bench tests with the same heads and some other intakes (B and RB intakes).

Here is the test at Beaver springs. The Density Altitude was around 2900 ft. I did two passes before the test to get everything warm and loose.

TM-6 first:
--Time-Temp-RH--60ft--330ft-1/8mi--mph--1000ft-1/4mi--mph---NOTES
-1:19pm 81F 64% 1.526 4.368 6.802 100.55 8.927 10.724 125.05
-2:02pm 84F 68% 1.518 4.369 6.804 100.54 8.925 10.718 125.01

M1 single plane (with MP fuel distribution mod):
--Time-Temp-RH--60ft--330ft-1/8mi--mph--1000ft-1/4mi--mph---NOTES
-7:11pm 78F 68% 1.536 4.426 6.886 099.61 9.026 10.830 124.36
-7:15pm 78F 68% 1.560 4.429 6.874 100.23 9.003 10.801 124.75

So, this confirms the less than definitive first test, the ported TM-6 works better.

And here is a carb spacer test at Beaver Springs in that same day.
The low profile TM-6 likes a carb spacer.

TM-6 intake:
--Time-Temp-RH--60ft--330ft-1/8mi--mph--1000ft-1/4mi--mph---NOTES
-2:02pm 84F 68% 1.518 4.369 6.804 100.54 8.925 10.718 125.01 1" open spacer
-3:07pm 86F 73% 1.491 4.323 6.745 100.94 8.860 10.650 125.55 2" open spacer

An article in the old Chysler Power magazine (March '97) that track tested a high 10's 451 Dart that went faster with the TM-6 than the M1 (and others):
TM-6: 1.52 sixty, 10.85 at 125.3 mph
M1 : 1.52 sixty, 10.92 at 125.0 mph
TeamG 1.53 sixty, 11.06 at 121.0 mph

Thanks for all this info! I screwed up on the 337 but I feel good that I was on the right track with the Team G. I have a TM-6 (and a Street Dominator) and was going to get something more modern but it looks like I am not in bad shape.