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.
