Since there have been no guesses on which intake and carburetor setup was the overall winner, I will go ahead and give the answers.  The engine is 3.862" bore x 4.000" stroke for 374.86 or what I call 375 cubic inches.  The compression ratio is ~12.9:1 and has JE pistons with 1.0/1.2/3.0 metric rings, 6.300" Crower rods, block girdle, Mike Jones 268/274* @ .050, .409/.395" lobe lift, and Trend  tool steel lifters +.100" long.  The heads are Mummert race heads with PAC springs, titanium retainers, etc. that I have reworked a couple of times. I have Smith Brothers 8.100" chromoly push rods, 1.7 rocker arms. I use AMSOil 30w break in oil in my engines, Wix filters.  The ignition is MSD for distributor, coil, wires, 6AL.  I have been on the waiting list for John's new single plane intakes since the 2019 EMC, and finally received two just last week in time for me to spend two days porting the Dominator intake for this dyno session.  The Single Plane 4150 and the Single Plane Dominator intakes are the same but the carburetor pad is cut different for a Dominator carb.  These intakes work as cast, but will work fantastic with professional porting.  There is a 13 horsepower advantage over the dual plane with QF 950, and 20 hp advantage with a 1250 Dominator over the dual plane.  That is TR territory advantages.  Ted is ~10 weeks post surgery, so I was thankful for the opportunity to spend two days on the dyno with him.  It was a real scare at the first, but when we found the best timing of 35*, things fell into place with ease, so to speak.  This engine would rev to 7500 and sounded great to my concerned heart.  I was a bit "gun shy" after the EMC breakage.  Needless to say, this time around it performed super.  The dual plane with BG-930 made 519/578, the SP with QF-950 made 528/591, the SP with Holley 1250 Dominator made 533.3/607.5, and the SP-D with Holley 1250 Dominator made 535/613, with the TR and Pro Systems 860's making 544/613.3 hp.  Not too shabby for a 60 year old engine block.  SO, John's new Single Plane with porting matches my ported Tunnel Ram with 2-860 carbs and is much easier to tune, see around, and simple.  The TR does make more torque and horsepower earlier in the rpm band but in the final analysis, they were essentially a tie.  Look at the following dyno sheets and notice the difference at 4000 rpm among the various combinations.  Thanks John.  Thanks Ted!  Joe-JDC 

JDC

GOOD JOB, any chance of cylinder head flow data? 

I can't give away all my secrets.  LOL!  Let's just say they know what 290-300 cfm looks like.  The Mummert dual plane intake flows ~285 cfm as cast.  This one flows 340 cfm.  The new SP intake flows 293 with a simple deburr, and 348.23 as ported average.  The SP-D flowed 313.075 cfm average as delivered, and 354.86 as ported average.  The TR last time I flowed it averaged 349.66 cfm but I have reworked it some since that flow check, so the horsepower figures correspond fairly close to the flow of those intake manifolds and carburetors used.  We did not add spacers or mix spacers simply due to time and the engine being rock solid at 613 hp.  Joe-JDC

JDC

JDC, how do you like the PAC valve springs? Conical? I bought PAC 1283 Viper springs for G heads, but the heads have not been done yet. 

The PAC springs are dual springs designed for .725" valve lift, and they carried the 375 to 7400 rpm on several pulls without a single hiccup.  I use CC 26918 beehive springs on all the other EMC builds and street engines designed for .625" lift.  They have worked flawlessly so far with titanium retainers or tool steel retainers.  I used dual springs on this engine because I didn't want to chance a broken spring dropping a valve.  Joe-JDC

JDC