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Paging @j par please come to the white curtisie phone.
Yes I"m here. And if you want me faster pm me and it will send an alert. I am out of town so I won't check my phone as often.
Just thought you may want to chime in on this one?
IMO, if your going to use a tunnel ram in the street, then ether the current Weiand or the below Edelbrock with the smaller/thinner plenum. The M1 is a race intake. The Weiand and the below Edelbrock (with the pictures top) would be best for the street. Everything is in its cam, carb tune & useage.
Lazy ass... It's 4 bolts!
Good enough? LOL
Cope is having bromance withdraws with you in Colorado and pretty much ignoring everyone on FABO. Bring me back a T shirt or something.
This intake juxtaposed with the washing machine says something.... I just don't know what... LOL
Would there be an advantage to isolating the front and rear halves of the TR? Essentially create a V4 fed by each carb? The tops are replacable, so it seems you could pretty much fab whatever you wanted for plenum volume on top. Go a step further and with two FITech or Snipers on there with the plenum isolated to each bore, it would be like having individual throttle bodies on for each cylinder which should give good response and help with the idle and part throttle tune?
Offenhauser made tops for TR bases that did that. The biggest issue was idle. It was a bitch to get them be even remotely happy at idle. They also had some weird linkage that had the rear carb with the primaries over the drivers side bank. That was a PITA to sync the carbs. So I remounted the carbs both facing the correct direction, made my own linkage and made the carbs open 1:1 and it still wasn't happy at idle. So I put a 1 inch hose between the plenums and it settled down. Steep learning curve with stuff like that.
Tunnelrams are not only great on the right engine they are also great for improving the apperance of anyones home! I got one of those standing in an armchair in a room that is almost never used.
The carburetors mostly used on these engines realy dont like pulses and much prefer flow that is as steady as it can be,this is partialy why the plenums are connected,and i suspect the simpler TBI style fuelinjection systems wants less pulsing aswell for sensors to be happy.. If you want to build an IR manifold with carbs you want to use Webers or other similar carbs(I know Edelbrock carbs are marked Weber but no those are not going to be happy as IR carbs.) Racers sort of tried using dominators on tunnelrams as kind of IR manifolds and there is reasons why they are not doing it anymore.
Reason I ask is I've got a 2000 BMW M5. It is a 400hp 5.0liter motor that has individual throttle bodies for each cylinder with a 6-8" horn feeding each one. All hidden in the big box plenum. The throttle response of that motor is fantastic and I've been led to believe that part of that is due the individual throttle bodies.
As was posted earlier, stay moderate with your camshaft if street driving the tunnel ram and spend the extra money for a calibrated pair of carbs. Forget 390/450cfm carbs unless you have a flathead Ferd. A friend took a 750dp/single plane (Victor) intake off his hot 340 4spd Barracuda and replaced it (at great expense) with a Weiand tunnel ram and 2 x 450s. Guess what? He slowed .5 in the 1/8, regardless of tuning. I begged him to go bigger with the carbs and he finally did. With two (cheap shelf units from Summit) brand new ProForm 750dp's, he got back his .5 plus .3, for .8 second total improvement over the single plane/carb, even with the sketchy ProForms.
Huh? No, as mentioned, the carbs like to see a constant signal on this kind of set up. Carbs generally don’t like to start and stop. While fuel injection helps, the style best to use would be sequential port injection. Not a divided twin throttle body up high. This is a little bit of a different animal. It has every update we wish we could provide and then some. It has every advantage plus. But in a way, yes, you are correct. However, doing this on our older engines would require some serious fabrication skills. It is not undoable but just simply difficult. And probably cost prohibitive. That BMW probably has each runner tuned to what that cylinder likes best and the fuel injected into it is timed for best power and results. This is not as easy to do on a fast intake. Again, mad fab skills come in handy here Now is t it funny how a tunnel ram will work wonderful with 2-750’s where the single 4bbl. is limited by one carb? Even if it was the same size (750) or larger, the total cfm of the twin carbs is more than what you could reasonably put up to with one carb.
Mine is an old Weiand and it has a single four barrel top. When I swapped out the torquer single plane on a 383, I used the same old 850 do with no mods. The car went from 12 flat to 11.8 with no other changes except for cutting a hole in the hood.
That's those long runners helping the short stroke 383 with stock type iron heads out, that's what they were designed to do!!!
Yea it ran great. It idled better and had better throttle response. Revved like a dirt bike. Piston failure at high rpm killed that one