572 Hemi 1x4500 Vanke DP, VS. A&A crossram

It’s embedded in an episode of Powernation, of all things.

Comparison starts at 15:30-ish if you want to skip the hoopla and hooey.

https://youtu.be/n89dCwJqbhE

Spoiler alert: the x ram makes more peak torque
The Vanke kills it for top end HP
Runner length?

Tree'd....I just posted that a little while ago.....Get back to work on that awesome car of yours...

https://board.moparts.org/ubbthread...rlene-vanke-hemi-intake.html#Post3063095

Dangit!!

I posted it mostly for you to look at.

I might switch to one this winter...I need air cleaner clearance. And since I shift around 6200, I think this will work even better than the big single plane, but I am not totally convinced its that good, I kinda need to see it.

If I do it, I am going to mill out the center divider and run an open phenolic spacer though. And If its only -11hp on the top end but +30ft-lbs on the bottom....Good by 1.33 sixty foot.

I have run, inline street Hemi intakes, cross rams and tunnel rams. HEMI'S love to breath. Nothing tops the tunnel ram which is why I run one on mine. No issues on street either with two 1050's. Except maybe fuel mileage......

I hadn't seen that Vanke intake before. It looks nice. I like the AR Engineering throttle return that they used on there. It wasn't designed for that application but looks like Kenny made it work. Looks like he used parts from two of my kits to make one custom setup.

That's the intake I run on my 540 with a ThumperDart modded 1050.

And.......how does it run? Have you compared it to any other intake.

I know most of you have hood clearance issues so most won't run a true TunnelRam. For me clearance is tight but mine just squeaks by, d never run anything but a TunnelRam. It smokes everything else in torque and hp production from start to finish.

My car is basically a street car. They don't run a King of Street series at the local track anymore, so I haven't been with this combo.

I have posted several times that I broke the engine in on the local speed shop's engine dyno and ran both Indy intakes on it; the open and the dual plane. The dual plane gave up about 11hp up top to the open, but had 30 additional ft lbs of torque. My car now weighs 3,950 with the very heavy World block and 518 tranny, so the extra torque is nice.

The engine is very responsive with few bad habits. It actually drives better than the 500 wedge it replaced while making more steam.

I am willing to try one this winter...beats making a custom hood...I have a Sniper Stealth on mine, so it has limited bad habits....I am at 3200lbs even with the big heavy Calais's block....

I have not had it down the track with the Sniper on it, but mid range seemed to improve with it already over the 1250 Dominator.

Had a really great conversation with Ken Lazzeri this past weekend and got a first hand look at the DP manifold.

We talked over my whole combination and he never recommended the DP intake, and did not try to
Sell me anything even though I was ogling parts and taking lots of pictures. It still seems like a decent idea to me,
But with so much other work to do I may never get around to it.

Can’t post all the pictures at once.

I used that intake on a revamp of a 472 Crate. That intake and a 950 rd Gen Dominator with a custom flat tappet picked up 50hp/50tq, I like that intake on a single carb Hemi. J.Rob
[url=https://board.moparts.org/ubbthreads/ubbthreads.php/topics/2145627/revamped-472-crate-hemi.html][/url]472Hemi

Bet its a big improvement over the old stand by M1....Those had horrible distribution.

Looks like a ton of meat in there to port out...Thanks Zippy. Which intake did he recommend?

Either a huge 1x4500 single plane or a tunnel ram.

Pretty sure he dropped the whole street car perspective and was thinking more about big numbers at that point, though,
as he switched the context around slightly at the end of the talk.

I'll still experiment with whatever I can and what makes sense to me, just because I enjoy it.

Well, its all going to depend on the gears you pick and the tire height you go with....If its more street, go one way, if its more race, go the other....I know everyone likes to wind the pizz out of a Hemi, but they last longer if you keep it within reason.

I finally got tired of the 4:10 gears, even with a 31" tire and put in 3.73:1 gears....OMG, I should have done that 10 years ago...So now, to hit an rpm where the big single plane makes more HP is a very limited spot....My thought is, I would rather have the extra 30ft-lbs over the 11hp....and have it down low where I can abuse the tires more often.

We have 3.91 gear in our 69 Dart "street car" with a 29 drag radial, and its perfect for the track shifting at 5900-6k, but for the street, its a little much at 3k to hit cruising speed.

You have to decide what is your preference. The big single plane is nice. Distribution is excellent, and so is drivability, so, I guess try one and see...

Dragula...that big 426-4 manifold you have on yours really needs to be wound up to run naturally aspirated. A fairly tight converter and no gear will kill it. The Ray Barton single 4500 manifold makes a lot more lowend grunt than the -4 does. The dual plane looks nice, but I bet it'll neuter your big 600" motor enough that it won't go 9s anymore even though it would definitely 60' better.
I tested the 426-3, 426-4, and the Barton manifold on my hemi and got a decent handle on how they all "act". No matter how they look, there's a pretty big difference in all 3 of them. The dual plane would be a good bit below the 426-3 in my opinion. All lowend and nothing upstairs on anything fairly sporty.

I hear you....How about if I do this to it....Although, I would go a bit further and mill the divider down even more...

It'll help, but not enough to be worthwhile. If you intend to just do cruise-ins and drive the car around...go for it. I'm sure it'll drive good on the street.
Just my 2 cents, not trying to talk you out of it if that's what you want to do. I feel like your car would run better w/ a smaller manifold, but not THAT small.

No. Its a good discussion....We talk wedges so much on here, its nice to talk Hemis once in a while. You thinking the Barton or the -3? The only reason I never went with the Barton was really the non-removable center plate and the weight really. We had a 4150 version on a 484 Hemi, and it ran like a scolded monkey....It was basically a street car and went 10.26 carrying the wheels to 2nd gear...I figured the Barton would be too small for 600 cubes.

And I have run a tunnel ram on my previous Hemi, just not one this big......

I think the 4500 Barton manifold would run better on your combo. I'm assuming they make one w/ the correct bolt arrangement to fit your heads?
When I tested the Barton and the big -4 Indy on my car, the difference down low was surprising. The Indy -4 screamed up top, but was almost a full tenth slower to the 60'. With a looser converter and the ability to turn more RPM, it would run well NA. My combo just isn't suited for high RPM.
The only reason I currently have the big -4 on my car is b/c of the nitrous.

The smaller 426-3 matches the Barton's lowend power, but is really lacking up top. The only reason to use the 426-3 is if you have hood clearance issues b/c it is a good bit shorter.
The Barton is way heavier, but it makes up for it.

Overall height...............Weight.
Barton...7 & 9/16" .........35 lbs
Indy 426-3...6.5"............19 lbs plus 3 lbs for the valley plate
Indy 426-4...8.25"...........22 lbs plus 3 lbs for the valley plate

Pic is the Barton on the left, the Indy 426-4 on the right