My first involvement with the TP approach to FE engines was on a then almost new '67 Mustang. I won't go again through the entire story, but I managed to promote a 'back-door' deal to acquire an entire upper end that had been used in the LeMans project. I got the heads, the dual-plane dual quad manifold, and a pair of 652 centersquirters. The engine, including a parts-counter short block, was backed by a C6 we put together with help from contacts at T&C Livonia where both Brother Lon and I worked at the time.
The major purpose for the car was not only daily transportation, but the street wars taking place on Telegraph and Gratiot, and also the various expressways of Metro Detroit.
Later on the engine swallowed a valve and damaged both heads, a couple of pistons, and the block. We replaced it with a medium riser and it became more of a cruiser for a number of years.
We ultimately decided to return to the TP approach and had Jim Dove build a set of heads for us. During the discussion on details of design, I availed myself of contacts at EEE and got up to date, primarily from Mose Nowland, on all the engineering that FoMoCo had done on the TP and I specifically asked for input as to anything that had been found to generate additional flow in the area around the tubes in the intake runners. I was told, unequivocally, that there had been no worthwhile advances.
I'm, therefore, very interested in seeing the results you discover.
KS