I wouldn't be so fast to ditch the Super Ram. All intakes are compromises of some kind. The Super Ram is quite good at what it was designed to do, which was to move the torque curve higher in the RPM range than the standard TPI, but still in the more usable range. It was John Lingefelter's favorite intake back when he was making packages for the EFI small blocks, because it had a major advantage in torque in the 3000-5000 RPM range compared to the LT1 intake of the day (which made a little more power at peak).
Unfortunately nobody makes a comparable intake in the aftermarket these days. The Stealth Ram is a shorter runner intake, with a power curve more like a 4 barrel single plane. For autocross and road course work, the extra mid range torque is the better tradeoff, IMO. To say nothing of street driving.
I would not run a dual plane in a port injected application. Dual planes have more runner to runner variation through the RPM range, which translates directly to cylinder/cylinder air/fuel variation in a PFI application (it's not really a problem with a carb since the air and fuel are already mixed). It's hard to get optimal injector angle in those runners as well.
If it were my car, I wouldn't give a moment's thought to keeping the stock ECU. You can get it to work, although it usually takes a couple iterations of burning chips, logging on a chassis dyno with wideband, then re-burning to get something close to optimal. These days, a wide band closed loop system like the Holley is so much better in so many ways - if you can swing the price, it's the way to go. Either way, I wouldn't run it too much more on a stock tune, there are likely massive lean spots in the fuel curve.
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