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Tech Talk => Engine Mechanical / Electrical => Topic started by: eliminator18 on August 14, 2015, 09:02:29 AM
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I'm currently running a edelbrock performer 2.O duel plane intake with a Holley 750 dp. I would like to run a tunnel ram but not sure if it would hurt the performance of the engine? What's a good tunnel ram to run? Or are they all good? Those of you that run a tunnel ram, what would you recommend, and would you run a single or duel carb set up? I have a 454 bored .031 with trw forged domed Pistons, compression is 9.5-1 with 781 heads std valve size with stainless valves, I'm running comp cam xm288 cam.
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I have a single tunnel ram but so far everyone has told me to ditch it since the single isn't efficient
I'm going with it tho, the dyno an tuning will determine how much the cool factor is worth it.
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simplicity- Victor Jr. single plane
cost effective- 1" spacer on the performer 2.0 (acts similar to a single plane manifold)
bling factor and tuning frustration- tunnel ram
Dan'l
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Ok thanks guys
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If you are considering a single carburetor tunnel over the 2.0, don't. Unless you plan on stepping up to EFI or dual fours, the tunnel ram will be a mistake.
A great compromise that will take full advantage of your current carburetor is a Performer RPM Air Gap.
They work well where the 2.0 is weak.
No matter what you decide, you will need to jet and adjust the carburetor to the change.
JMHO.
If tunnel ram is what you decide, reach out to Quick fuel and tell them what you are planning to do, they can point you in the right direction.
Good luck.
GT
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I have always been a fan of tunnel ram intakes, but you have to spend time setting everything up right or you WILL have drivability and tuning issues. I have always run dual carbs, never a single carb on a tunnel ram due to horrible air fuel distribution. My induction consists of an Edelbrock street tunnel ram (port matched and some internal work done) dual inline Holley 600 vac. secondaries part # 4160. Both vac. sec. canisters are tied together with the light silver spring. 6.5" power valve's Quick Fuel Technology metering plates in the secondary’s so I can tune with Holley jets. I also run their floats that I tunneled for jet extensions on the secondary’s so I will never run lean at the hit as the fuel want’s to run away from the jets plus the lift of the bow. I also opened up the (PVCR) holes up .010 to feed just a bit more fuel at WOT. I also machined the upper plenum cover to accept Magna Fuel reversion plates. I highly recommend dyno tuning the engine to find the optimum combination. I had the carbs off five times to stagger the jets and open up a few high speed air bleeds according to readings from the O2 & EGT sensors in every primary header tube to compensate the "robbing Peter to pay Paul" in the plenum because the throttle bores are not right over certain runners. Don't forget the importance of a strong ignition system, I run the MSD Marine 6A system and it does great. This boat engine is nothing crazy over the top, it’s 468BBC 10:0.1, Comp flat tappet hyd cam .580/ 245 @ .050, slightly worked oval port heads with big valves, engine made 507 ft. lbs @3,600 and 542 HP @ 6,000. Every one's combo is slightly different, but just try and keep it simple.... hope this helps a bit.
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Who did the tuning on your motor?
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I do everything on my engines, a good friend of mine got me a day on the dyno when the engine was finished, we spent 9 hours playing around with it and made 12 pulls. Since this engine was on the dyno I have never had to touch the carbs since, it has been almost two years and my boat runs flawless and never misses a beat. :thumbup:
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