I had an epiphany last night -
BB Mopar intakes are symetrical - meaning they can bolt on either way. There isn't any water, oil, or direction to the intakes other than a often not used coil mounting hole.

On the tunnel rams, the carbs are set at an 8 degree angle down to the front. It was the front top float bowl and air cleaner base / lid that hit my cover.

While searching for a solution (wondering if I would ever be able to find another arrester that would fit) I thought last night that maybe if I flip the tr around, the carb while taller, would be pulled away from the cover, and maybe it would let me run the expensive K&N 's I already have.

The result is - it worked! The front carb really sticks out of the cover (it's another 1/2 inch taller and doesnt look as good) but that 8 degree angle took it from hitting badly (locking the cover down), to easily clearing the cover as it opens.

I love BB Mopars...

I did figure out my arrester is off a 5.7 (350) mercruiser

OK, so I swapped out my iron heads for some raised port stage 6 heads. In the process, it lifted my tunnel ram 2 inches, and now I can't open my hatch without removing my front air cleaner.

I found that I have only about 3.5 inches from carb center to work with, and maybe 3 inches in height.

I have an old Mercruiser spark arrester that fits, 7.5 in diameter, 2 inch tall, # 805298 so I either need to find another one or find a pair something that will also fit. If someone has a street scoop they could measure, I'd need the rear carb center to scoop end  dimensions.

if someone has one or a suggestion I'm all ears.

Cam size (overlap) and head flow has a lot to do with it - in addition to the real RPM.


My guess is you will need at least 1050 CFM, IE an 8896 dominator on a tunnel ram or single plane.

BTW - I disagree with the comment on throttle response with the TR - if you set up and size your carbs right there is no reason why your throttle response can't be better than a single plane (not better than a dual plane though).

The other factor is the intake manifold. If you have a dual plane, you will need more carb because the manifold only lets the engine see half of the carb. I found on my hyd cam 440's, in an auto drag application, the dual plane wanted at least 850, while the single plane was happy with 750.

On my boat, with my old heads (I upgraded to aluminum race heads over the winter), and the tunnel ram with 2x450 carbs (read 900 cfm), even at 5500 rpm, opening the secondaries past a certain point actually made the boat slow. If I was to guess, it would have been around 800-825 CFM. The TR is basically a single plane. The new heads, flowing 75 more CFM per port at the same lift, is going to require more carb.

FYI - I own  my domain - which means I can easily create an email addy for every site I join.

Here, it is scjb(deleteme) at brnasi.com - and at hotboat it was hotboat@brnasi.com

I am now getting a ton of spam to my hotboat@brnasi.com, so they obviously sold thier sign up list to the highest bidder.

Just thought I'd let you know that more spam is coming your way!

My deepest condolances.

I would have kept calling it and texting is saying "reward! please bring me my phone! call me at xxx xxxx"

Have you called your phone yet?

Because there is an odd number. Sometimes there is an even number, and that goose gets voted out survivor style, and has to take a plane either north or south depending on the year. Sometimes they will just hook up with another band of geese so both are odd.

Royal Purple makes a new non-synthetic break-in oil with high levels of zinc for flat tappets. The lack of Zinc is what causes the cams to go flat, hopefully that will help out all of you who still want to run a flat tappet. Me personally, I'm done with them.

http://www.royalpurple.com/rp-products.html

How was the weather and the water temp? Thinking of heading out there this weekend...

Has the season ended so you can get in yet? Or still need reservations. Thinking about going tomorrow - but getting there at 4am ain't gonna cut it....