Hey Moose, you're killin' me!
Seriously folks. If you need good low end and crisp throttle response stay with a low rise, dual plane manifold with heads with small intake ports, like 180cc with a small block almost anything, even stick cars, if you are going to lug the engine at all keep the intake small. As your stall speed or launch rpm you can go to a single plane if you are going to buzz the engine to 7k or so. Now comes the hard part. For those that want to run multiple carbs you need to make sure that the intake and carbs are of proven design so you feed all the cylinders well.
Now for those of you who want to run tunnel ram or some other big volume intake on the street, or the track, there is a little physics involved.
At idle the fuel pulled through the idle circuits is completely atomized. If you had a clear intake you would be surprised, there would be no fuel to be seen. That's because at idle most engines pull high manifold vacuum, which is the same as low pressure, to the point where fuel from the idle circuit changes state to a gas.
When the throttle is opened and more atmosphere enters the intake the fuel's boiling point is not reached and the fuel entering the intake can now be seen all over the inside of your clear intake. That's why you need an accelerator pump. The first load of fuel never makes it into the engine. So the enrichment process offered by the accelerator pump basically wets the inside of the intake, the fuel from the boosters and transition circuits provide the fuel for the engine to run. So a big intake is a problem. Sacrificing driveability for looks is the penalty. The other negative, and this is with any wet intake, is the hydrocarbon spike crested on decel. All the fuel coating the intake under low vacuum conditions immediately boils off on closed throttle, causing excessive furl use and lots of extra engine wear, and back firing in the exhaust sometimes. That's why decel valves were used, to close the throttle slowly and add air to the intake to burn some of that fuel but that gives you lousy engine braking with the engine flaring. Port fuel has hardly any HC spike on decel because the chances of delivering a fuel shot that won't be used is small, and even if it happens it only concerns the real estate surrounding the intake valve.
I like Performer intakes, intakes made by any of the cylinder head manufacturers. I had an RPM air gap on my truck most recently, then Tony Mammo at Air Flow Research told me to get a set and buy their new Titan manifold. It's a plastic two piece deal where the center is the plenum that can be interchanged with other plenums they make. It allows the change to be made with the removal of 6 bolts and it uses modern formed silicone style gaskets like the new cars. But it's expensive, over $600k. But it works great.
The "fuel injection" most of the aftermarket companies are selling is throttle body, which is really old technology. It runs okay, but it is a wet intake system with it's inherent drawbacks. Port fuel is the way to go if you are going to run fuel injection.