TFS Tunnel Wedge Carb options

[DA]

What carb set-up for the tunnel wedge?
Off the shelf it looks like the 1850s are pretty much it.
Can I run side mounted carbs on it if I set up the linkage?

Anybody that has run one tell me about your go-to!

Thanks.

[Joe-JDC]

You truly must be a newbie to the FEs.  Ford used 600s, 715s, 752s, from factory, and racers have used 660s for years with everything from two 390s to two 1250 Dominators.  You need to be more specific in what your goals are, and how the vehicle will be used.  Type of racing, type of carburetor, and brand of carburetor all come into play vs EFI which is now available in 8V forms.  Welcome.  Joe-JDC

[DA]

390 .030 over
Molnar rods/DSS flat tops
TFS heads
After machine work should be about 11:1
Solid roller - 256/268 @109 about .700 lift
TKX transmission
4:30 spool rear end

1964 Galaxie SS clone.
Just to take to the strip and fun around in the brackets.

Trying to work out the top end.
I like the idea of the TFS intake, for period looks, but I've also thought about the Victor with a single and a small nitrous shot.
Modern Holley or Quick Fuel carbs.

Just trying to get some ideas...

Thanks.

[frnkeore]

You can always use a tunnel ram intake, too, like mine. With either a pair of 660's or 4500's.

[MeanGene]

I have a Dominator-flanged Victor and a Pro Systems 1150 I'm think about selling

[e philpott]

run two 3310's 780/750's, Drew might have a couple for sale

[Drew Pojedinec]

run two 3310's 780/750's, Drew might have a couple for sale

Kaase bought my inventory of 2x4 780s.

I need to do another batch.
Given the cam specs the OP has given they’d be good if inline mounting is required.
If willing to do sideways, he can use just about anything

[My427stang]

Just to be clear for this knuckle dragger in the room Is this a tunnel wedge discussion or tunnel ram?

Says Tunnel Ram, but the 1850 comment implies Tunnel Wedge. 

[DA]

Tunnel wedge - I'm sorry for that confusion.

[My427stang]

I have built and dyno'd TW engines ranging from 517 HP (mild 452 w/ Ford TW) to 633 HP with a Dove headed 496 and a Ford TW, in between 550 HP 457s and 630-ish 485s.  Ironically, the 633 HP 496 made about the same with a pair of Edelbrock 600s as it did with the 600 Holleys as we troubleshooted what turned out to be ignition.

On the 457, we saw no change in peak HP from 465 vac secs, to 600s to 750 annular.  However, on the recent 452 we saw almost 15 HP from using a pair of Super Suckers and no other changes.  So I think that 550 HP 457 had more in it with the 750s if we controlled flow a little better.  Incidentally, although all the carbs made around 550 HP on that 457, Drews 750s made 30 ft lbs more torque, nothing to sneeze at.

I love the TW manifolds, and I like a progressive linkage vac sec on them.  I think it's hard to beat a tuned pair of 750s on all but the smallest engines, but I don't see any benefit of turning them sideways for more carb, except in very specific peak power needs, like a pure drag car, and even then, it'd have to be a real big boy to need more.

[frnkeore]

Turning them sideways allows the use of metering blocks instead of metering plates giving a lot more tuning options.

I think the best high cfm carb for TW’s is the 830 square bore with 1.75 throttles and 1.5 Venturi’s

[My427stang]

Turning them sideways allows the use of metering blocks instead of metering plates giving a lot more tuning options.

I think the best high cfm carb for TW’s is the 830 square bore with 1.75 throttles and 1.5 Venturi’s

IMHO - Very little benefit for the complexity unless really needed for the engine or use. I'd only do it if you need a double pumper or bigger carbs. Metering plates can be changed, can be modified for jets, but with the sideways carbs you lose the drivability of a progressive linkage.  Not to mention, they don't just bolt on.

[e philpott]

I have built and dyno'd TW engines ranging from 517 HP (mild 452 w/ Ford TW) to 633 HP with a Dove headed 496 and a Ford TW, in between 550 HP 457s and 630-ish 485s.  Ironically, the 633 HP 496 made about the same with a pair of Edelbrock 600s as it did with the 600 Holleys as we troubleshooted what turned out to be ignition.

I think Barry R had a similar experience with 2x4 Ebrocks during a test when he had trouble or no parts to fix? with some Holley's and the Ebrocks were down slightly in HP but had like 18ft lbs of more torque than the Holley's after the Holley's were fixed

[frnkeore]

Turning them sideways allows the use of metering blocks instead of metering plates giving a lot more tuning options.

I think the best high cfm carb for TW’s is the 830 square bore with 1.75 throttles and 1.5 Venturi’s

IMHO - Very little benefit for the complexity unless really needed for the engine or use. I'd only do it if you need a double pumper or bigger carbs. Metering plates can be changed, can be modified for jets, but with the sideways carbs you lose the drivability of a progressive linkage.  Not to mention, they don't just bolt on.

It's a lot faster and easier to make jetting changes, especially in the car, not to mention (love that term) the modern metering blocks available today.

[My427stang]

Turning them sideways allows the use of metering blocks instead of metering plates giving a lot more tuning options.

I think the best high cfm carb for TW’s is the 830 square bore with 1.75 throttles and 1.5 Venturi’s

IMHO - Very little benefit for the complexity unless really needed for the engine or use. I'd only do it if you need a double pumper or bigger carbs. Metering plates can be changed, can be modified for jets, but with the sideways carbs you lose the drivability of a progressive linkage.  Not to mention, they don't just bolt on.

It's a lot faster and easier to make jetting changes, especially in the car, not to mention (love that term) the modern metering blocks available today.

Again, racer versus street, that benefit will likely never be realized by most guys on the street or weekend warriors.  We have yet to hear intended use, but I acknowledged potential benefit in unique builds in the first comment.