Glad the book is keeping you out of the bars, BB
For the 428CJ header tests, I used the Blue Thunder intake, and for the 390 Stroker engine tests I used the Performer RPM intake. I think this is stated somewhere in the introduction to the exhaust testing chapter; if not, it's a glaring omission.
Regarding EGT, there is really no way for me to measure the EGT with any of the exhaust manifolds, and even with some of the headers, without drilling holes in them for the thermocouples. I did have holes drilled in some of the headers already, but not all the headers I tested belonged to me, so obviously those that belonged to others (like you, for instance) didn't get drilled. Also, I was reluctant to drill any holes in the exhaust manifolds, because repairing four 1/4" holes in cast iron per manifold is a bigger challenge than just welding the holes shut in a pair of steel tube headers. Besides, I just plain didn't want to drill holes in the rarer factory exhaust manifolds. So I don't have a lot of exhaust manifold to exhaust manifold or header EGT data.
For the intakes I did collect exhaust temperature data on every test. There is a LOT of data there, of course, and I haven't gone through and analyzed it all that extensively. However, I would say that generally speaking, the more horsepower the engine made, the higher the average exhaust temperatures were. So, the higher horsepower dyno mules showed higher exhaust temps than the lower horsepower versions, and the higher horsepower manifolds on a given dyno mule showed higher temps than the lower horsepower manifolds. As far as exhaust temperature variations from cylinder to cylinder, there was a lot of this, and the better manifolds generally had tighter EGT distributions. The single plane intakes did not always follow this rule though; as I recall the Performer RPM had better EGT distribution than the Victor intake, but the Victor made more power on the higher HP engines.
Hope that helps - Jay