Ted is at Bonneville this week, so I will reply. On Ted's EMC engine, we tried several intake manifolds, several carburetors, and even a Dominator. Last we tried the new EFI Mummert intake that I made into a tunnel ram by modifying the inside with epoxy into 8 individual runners instead of a dual plane for injectors. After I got the epoxy near what I felt it should be in size and port flow, we tried it with a matched pair of 3310 carbs modified to fit inline with a vacuum tube between the secondary vacuum pots. The 750's did not respond evenly, and we tried different springs, and different jetting. Made so/so power, but not an improvement to the single Dominator on the maximum ported Mummert dual plane intake. Next we installed the 660s inline and were rewarded with an instant improvement in torque and horsepower. We changed the jetting, fresh blue gaskets, etc., and made a couple of pulls to confirm they were actually repeatable. Made 594-596 hp on Ted's dyno in the heat of the day. Changed the carbs to mount sideways so we could change jetting quicker at the EMC, ran a verification pull, and called it good. The carbs are not modified in any way special, just normal tweaking and gasket changes to the non stick, and jetting to get the AFR to make best power. At Lima OH, it repeatedly made 597-603.2 hp, and when he got back home we changed head gaskets, checked things out, reassembled and dyno tested. It still made 597 hp on his dyno. I ported the tunnel ram out further to change the flow from 327 cfm average to 360 cfm average, and it did not increase the power or torque. We did several header tests, and found a new combination that worked. At that point, he felt the 375 cubic inch engine was fairly well sorted out, and further dyno testing would not prove anything more. Joe-JDC
On edit, if I remember correctly, Ted did install metering blocks so jet changes could be accomplished in secondaries on dyno very quickly.
