Carberation for a Tunnel Port

[GJCAT427]

I`m finally getting the TP done for the 63 Galaxie. Want an opinion on carbs for this beast. My setup is as close to the original specs as possible. Options for carbs is as follows, single 4bbl, 2x4 or single 4 Dominator on custom built tunnel ram using Jay`s adapter. Camshaft is a "D". I`m leaning towards the 1050 Dominator, but am open to suggestions on the 2x4 setup. And Ya I`ve heard all the stories about the "D" cam, I just gotta try it for my self.

[blykins]

I think I'd opt for the factory 1x4 or 2x4 setup.   I've made 700 hp with the 2x4 on a 465 cube engine and then went on to make 725 with it on a 511 cube engine.

The TP that Barry had on his dyno barely cracked 500 hp with the single factory 1x4 carb intake and that cam.  If you plan on changing cams later, then it may be worth putting the effort into the custom tunnel ram, although single carb tunnel rams generally aren't efficient either. 

[Drew Pojedinec]

I have the AC/AD original carbs if that is your thing.

[jayb]

Garry, any way you can swap the Dominator top on the intake you built for my adapter with a 2X4 top?  I agree with Brent, for a manifold like that, a single four usually doesn't work anywhere near as well as a dual four setup.

[Joe-JDC]

Pair of 4224 660's would be my choice for anything but street driving.  Joe-JDC

[Drew Pojedinec]

Isn’t a hard thing to swap the metering blocks on 4224’s. Add a power valve and they aren’t as terrible for street use.

[GJCAT427]

Jay the top just isn`t right to put 2-4s on it length ways, I haven`t measured to see if they would go sideways. The linkage might be a factor as it would have to have a bell crank and some fancy work to hook them up.

[jayb]

Here's some pictures of how I did it on my billet intake setup.  The first photo shows two 660s activated in the normal way, and the second shows them activated in opposite directions:






Also, here's the same setup with a couple of double pumper carbs.  These have to be activated in opposite directions in order for the linkage to fit, but it will fit.  You have to put the non-throttle linkage side of the carbs together to avoid interference:

[mike7570]

Ran okay on single 1050, made more power (2 tenths) with two 660's. Wouldn't run at all on two 600's. 
The 660's would fit in line with barely enough clearance, distributor was close also. The single 1050 I had on a 4v single plane that was modified with a dominator flange welded on it.
The 1050 had better manners at idle and rolling around the pits but was a little slower than the dual carbs. Are you contemplating running the different carbs on the same tunnel ram or do you have different manifolds?

[Falcon67]

I vote for 2x4, personally.  Every runner deserves a barrel    I think that in spite of the potential tuning hassles, they work pretty good. 

[cammerfe]

When we put the TP together for Brother Lon's then-new '67 Mustang, I got the top of an engine that was used in testing for LeMans for the GT40 program. I got heads, complete, a factory DualPlane manifold and what were, at the time, called 652s. They were designed to get down to about 25-40 MPH at Arnage, and AJ Foyt claimed 240 before shutting down at the end of the Mulsanne. We found that the LeMans dual-quad-dual-plane manifold flowed almost exactly, on a Super Flow at 28 inches, what a single-plane NASCAR manifold did. It was also remarkably balanced, They well may be kinda hard to find, and 652 center-squirters ditto, but they work just fine on the street. (A 4.44 Detroit Locker and a C-6 that's done up a bit also helps.)

KS