Looking for some advice here.

I am running 327 with 10.5:1 compression with a modified tunnel ram. freshened up stock heads.
Valve springs up to .550 lift
cam = 222/226 @ .50..lift = 447/465...114 degrees.
Mallory unilite distributor with MSD 6A box

Tunnel ram mods are as follows.

-Runners epoxied up 3/4 of the way to the size of a performer intake.
-Port openings in upper plenum epoxied to reduced diameter to increase velocity...approx. 1/8 inch smaller
-Aluminum divider epoxied into upper plenum to dived in half...like a dual plane.

I am trying/going to run this on the street primarily...thats why i have a milder cam.
Not looking for much use over 6000rpms on the occassion that it goes there.

In a monza with a TH350 2200 stall and posi rear with 3.08 gears for the moment...im dont really want alot of torque cause its alight car and the chassis doesnt like torque...but it will be stiffened.

I already have two holley 4bbl 600 cfm vac. sec. carbs and am wanting to run them on this setup but i dont know where to start tuning and preparing them...i know they will need to be re-jetted..I just dont know alot about tuning them. they need a rebuild anyway so I want to use em.

I also have two edelbrock 600's that i can use
I just figured it would be easier to tune the holleys for the T-ram.

If you could point me in the right direction Id be very grateful....where to start with jets?...Ive heard that an engine that is over carbed could actually need larger jets because the signal to the carb is not as strong to draw less air therefore fuel....

Please and thank you

God bless
-Shred

I personally like your old school approach. Tunnel rams began to disappear on the street way back when I was in high school. So did V8 Monzas. Most those guys ran solid lifter cams, high stall converters, and steep gears.

You've got a street cam, with a smooth idle and lots of vacuum, so the Holley 600's should be easy to tune. Heck, I would start with stock jetting and power valves. If it's too much gas for cruising go backward 2- 4 jet sizes in each carb. Too much gas under power you can get power valves that open later under less vacuum, size 55 or 45 or 35. One thing I would get is holleys vacuum diaphram covers part #'s 20-28. These have a vac port to connect the carbs together so the secondary's open together. Very cheap too. Or you can get the quick change versions too. Part #20-73 for kit for two carbs. Start with a heavier vac springs. Read the plugs and change one thing at a time.

Slightly steeper gears, like 3.42- 3.73 would make it a screamer.

Cool car. So, when ya gonna paint it?

YESS!!!

I love you man

Alot of people give me flack about the T-ram and small cubes.
Im glad you understand...I just love that gasser/pro-street look.

Im going to paint it John Deere blitz black and thinking about  some bright pink ghost flame outlines...but the flames are later to come. I like different.
If the black doesnt work out ...it'll be white

Im gonna get the chassis stiff with the connectors and cage first.

Thank for the info on the carbs, You saved the day..I really respect the input...most people stray away from posts like this.

God bless and I'll keep you posted on progress

-Shredicus Monzicus

I like different as well. A buddy of mine has 71 Vega with a 327 that he wings to 8800 rpm with a huge roller cam. His is tubbed and caged, but still has the 96 inch wheelbase. It's one of wildest cars I ever ridden in. I would never want to drive it. Too Squirrelly for me.

Have fun with your car. I haven't seen a V8 Monza in years. So your definitely different. Don't listen to those guys that tell you to buy some camaro or nova. They'll respect you once you do a full throttle blast with them in it.

Hey Shred,    I own a 70 Camaro drag car i built myself.It has a 350 thats .060 over.I too have a tunnel ram with 2 holley   600's  and world product heads,full roller valve train.You can certainly try rejetting those carbs. but if that doesn't work i recommend going with 2 450 holleys.I think you'll find it will run alot better,not to mention faster.Good luck  

Tunnel rams don't work on the street, meaning that you need lots of gear and lots of rpm to make them work properly. And as for your combo, all that tunnel ram is doing is hurting power. If it's the look your looking for then ok, and the 600's will be fine. If it was me I'd go with a single plane and a single 650DP, you'll make more power, and you won't have to pull your hair out trying to tune the thing.  

Thanks for the insights man.

Yeah...i know its alot of carb...but i can never seem to find the holley 390's or the 450's for a decent price...and especially cant justify paying for new ones when I have like...6 holleys just sitting in my shed....not to mention a slew of edelbrocks.

Id like to have the 450's or the 390's...I really would...but its just not in the picture right now unless someone on this board has a couple that they are wanting to get rid of for a fair price/trade.
Or a team G intake..I know...single four...boring...hehe

I do have bigger cams ...but Im running it on the street so i cant afford the converter and gears....plus no one even makes gears for the MONZA rear ends anymore.
Every time I  try The catalog says...Chevrolet 7.5"..not monza...darn.

Thanks and God bless

You can run a tunnel ram on the street, you just have to set it up right.  One of the guys in another forum I belong to has one on his 355 sbc, says the throttle response is awesome once he got it dialed in.  On the other hand, he's running high compression and a lot of gear and stall.  It depends on how streetable you want to be.  Some people say my 388 isn't streetable, but I plan on driving it on the street anyways.

Like I said you'll have to run a lot of gear and high rpm to make that tunnel ram work how it is suppose to. Just check out the rpm range that a tunnel ram is rated at. As for the carbs, it's like this whatever carb you'll run in a single carb application is the same carbs you'll want to run in a dual carb application. Meaning that if you run one 650DP on your motor and then what to go with a dual carb setup you'll run two 650DP's. Basically just because your going with two carbs doesn't mean you have to go with smaller ones.  

Vac sec Holleys, you can put a heavy spring and it will work as two 2 barrels until it over comes the spring preasure then it will work as two 4 barrels, but you can control the spring rate to have it come in only a full throttle, so part throttle cruising will be only on 2 barrels.

A tunnel-ram-equipped engine should flow more air than one with a conventional single four-barrel intake manifold because it fools the motor into thinking it has better heads--even if the heads are very good. If, on a flowbench, a single four-barrel intake manifold is substituted for a radius plate (normally being attached to the port being tested), it is not uncommon to see significant decreases in flow because of the turn in the runner inherent to a single-plane design.

Well-designed tunnel-rams work. They make big torque and horsepower everywhere and carry the torque a great distance. You will notice by the dyno charts that the ram produced prodigious amounts of torque and horsepower well past 7,000 rpm, while the single-plane dropped off rather rapidly past its peak of 7,000 rpm. The ram usefully extends the powerband of the engine, enabling you to run a numerically higher gear than you would be able to with a single four-barrel induction. But the tunnel-ram comes with a price. The initial outlay will be significantly greater as the intakes typically cost more, two carburetors must be used, and the necessary linkage must be obtained. Then there's the tuning effort needed to make the system work properly. Do not expect to bolt on a tunnel-ram, set the idle, and go. Considerable toil went into making all of the essential adjustments to the carburetion for the correct fuel metering particularly at high rpm where tuning is even more critical. Then there's the hood clearance issue. The tunnel-ram will more than likely not fit under any stock hood.

From: http://www.carcraft.com/techarticles/0304_ram/

Block: World ProductsÂ’ Motown with optional billet steel caps, PN 084111
Displacement: 359 ci
Bore x Stroke: 4.04 x 3.50
Compression Ratio: 10.02:1
Crank: Lunati Pro Series 4340 forging, PN AGD111DN
Rods: Lunati Super Duty Pro Mod polished 4340 forgings, 6.000-inch, PN LADD
Pistons: Lunati 2618 forgings, 5cc valve relief, 1.250-inch compression height, PN 1317D5S5
Heads: World Products iron Motown 220cc with 2.08/1.60 Milodon MegaFlow valves and Clay Smith valvesprings installed at 1.900 (150 pounds on the seat, 330 pounds open pressure with the cam currently installed)
Camshaft & Valvetrain: Lunati PN 40157 solid-flat-tappet, 256/268 duration at 0.050, 110-degree lobe-separation angle, 0.563/0.583 net lift with 1.6:1 Lunati roller rockers and 0.024/0.026 lash settings
Intake Manifold: Edelbrock Street Tunnel Ram PN 7110
Carburetion: Two 650-cfm Speed Demons
Nitrous System: Nitrous Works Billet Atomizer plate systems for two-four-barrel application (PN 11050, two plates, four solenoids, one nitrous bottle). Each plate is jetted to the factory 150hp setting
Ignition: Holley billet distributor and Annihilator Laser Shot 50 plug wires, NipponDenso platinum plugs, MSD Digital 7 box, 24 degrees total timing on nitrous
Exhaust: 1-3⁄4-inch-tube Sprint Car-type headers, no mufflers
Fuel: 76 Performance Products 114 octane

Tunnel rams may be icons of the hole-in-the-hood '70s, but you can't say they don't make big power. This month we stacked the Anvil with an Edelbrock Street Tunnel ram, with longer, smaller ports than a full-competition tunnel ram, then added a pair of Speed Demon 650-cfm mechanical-secondary carbs that were ultimately jetted at 94/96 with no power valves. Ignition timing for optimal peak power was 40 degrees total.

We only made power pulls above 4,500 rpm--that's just below where you'd want the torque converter to stall with this engine--but it's clear that the tunnel ram whacked the wee out of the single four- barrel at every point along the way to a screamin' 550-plus horsepower at 6,700 rpm. On average from 4,500 to 6,800, the dual fours killed the single quad by 18 lb-ft and 20 hp. The rpm at peak power did not change, though the number grew by 22.6 horses. Interestingly, the rpm at peak torque climbed from 5,100 to 5,600 rpm. But consider this: The tunnel ram may reach its torque peak at 500 rpm higher than the four-barrel, but at the four-barrel's peak of 5,100 rpm, the tunnel ram is still making an extra 7.8 lb-ft. If you care to trust the Mr. Gasket Drag2000 computer simulation, an optimized combo would see about a tenth and a half difference at the dragstrip when comparing the four-barrel to the tunnel ram. Seems fair. It also claims that a 3,400-pound car could run 10.80s with the tunnel ram setup, a 5,000-rpm stall, 4.56 gears, and 30x12.50 slicks. Seems optimistic.

Regardless, tunnel rams are cool. But watch what happens next.

Twin Nitrous Works Plate Systems

872 hp @ 6,300 rpm

726 lb-ft @ 6,300 rpm

Oooh, yeah ... nitrous good. Nitrous violent. Stepping to the plate in a big way, we slipped a Nitrous Works Billet Atomizer setup under each of the twin Speed Demons and jetted 'em at 150 hp apiece. Barry Grant's Nitrous Works offers nitrous-kit solenoids in three sizes: Sportsman, Pro, and (for fuel only) Magnum. This setup used a pair of the Pro clickers for each plate, and we fed them with -6 line on the nitrous side and 7 psi of fuel on the other. Sadly, our nitrous supply ran low, giving us only 900 psi of bottle pressure for the glory run; that made the engine fuel-rich with the nitrous engaged, and while lean conditions are the last thing in the world you want on a nitrous combo, a rich mixture eats power in a hurry. Detonation holds hands with lean-out when it comes to killing engines, so we loaded the fuel tank with 76 Performance Products' 114-octane race fuel and rolled the ignition timing back to 24 degrees total. We felt confident that the Lunati bottom end and Motown block would spit the power back without flinching as long as we did nothing stupid.

The reward was 321 extra horsepower--consistent with the estimated 300-horse jetting spec from Nitrous Works. As with most nitrous dyno pulls we'd seen, the power curve stood plumb vertical when the button was hit, then followed a slight downward curve as rpm climbed. Power peak is almost always a few hundred rpm after you engage the nitrous, which is why we saw 872 hp at 6,300 rpm rather than the engine's no-nitrous peak of 6,700. It's also why the torque peak is at the same rpm as the horsepower peak.

Now we're looking at 8s in a properly setup car, and this is an engine that can still be driven around town on premium pump gas.

From: http://www.hotrod.com/techarticles/113_0303_anvil/

Hot Rod did a manifold shoot out and the winner is:

Parts and Prices: The manifold is an Edelbrock Street Tunnel Ram (PN 7110, $231.99 at Jeg’s) with two 650-cfm Race Demon TR carbs. These are custom-tuned tunnel-ram carbs, so prices vary, but the base Race Demons are under $700 each at Jeg’s. Edelbrock offers two types of linkage, PN 7097 ($26.99) for inline carbs and PN 7099 (102.99) for side-by-side carbs.

Ignition: Vertex Magneto Look-Alike electronic ignition distributor (PN 540000, $479.39 from Summit) with Taylor Spiro-Pro plug wires (PN 76029, $52.69 from Summit).

Dress-Up: Comp Cams valve covers

The Tune-up: The carbs came from Demon with power-valve plugs and 80 jets in all four corners, which proved too rich (think about dual-quad tuning—eight jets have twice the fuel-flow area of four in a conventional single-quad). We found 77s to be the optimum jetting.

The Power: 503.3 hp at 6,100, 452 lb-ft at 5,600

Stuff You Need to Know: This combo made the most power of all the manifolds tested, and was the only one to crest 500 hp. Barry Grant has told us for years that a tall tunnel ram with small runners can be a streetable, high-torque setup, and this proved it. It seemed to have no driveability issues except for, like the other tunnel rams, an occasional lean backfire when cold starting. Compared to a four-barrel, the peak numbers improved by 12 hp and 16 lb-ft. Average numbers from 3,000 to 6,300 rpm jumped up by 20 hp and 17 lb-ft compared to the four-barrel, and 6 hp and 6 lb-ft versus the Summit tunnel-ram combo tested in this story.

From: http://www.hotrod.com/techarticles/60638/index4.html

Here is the shootout: http://www.hotrod.com/techarticles/60638/index.html

Ain’t nothin’ like carbs all over an engine. Dual quads. Three twos. Four or six deuces. They’re rarely a need, always a want. You want to look cool, you want to go fast, you want to wow the crowd. Even during this boom of computer-controlled high-techery, multi-carb setups are all the rage. The retro craze has driven demand for ancient Strombergs and 94s, Holley has seen a spike in tunnel-ram sales, and Barry Grant recently introduced his Demon carbs with a special tunnel-ram tune-up. Edelbrock still sells inline quads for four different engines, plus three-deuce Chevy manifolds that Automotion sets up with Rochester 2GCs and hawks at a rate of 150-plus per year. Offenhauser moves more multi-carb intakes for more vintage powerplants than ever.

So multiple carburetion is clearly a trend despite the fact that magazines have abandoned it as Flintstonian technology. This month we decided to embrace overkill and bolt on jugs galore. Our test engine is a (wait for the surprise) small-block Chevy, a GM Performance Parts 350 H.O. short-block with Air Flow Research 195cc heads milled to 58cc chambers for 9.5:1 compression. With a Comp Cams XE294R roller cam (0.540/0.562 lift, 242/248 at 0.050), a Holley Strip Dominator intake, a Wilson 2-inch carb spacer, and a Holley HP-Series 830-cfm four-barrel, the engine peaked at 491.5 hp at 6,300 rpm and 436 lb-ft at 5,300. Check out the sidebars below to see how the power and the tune-ups changed as we ran seven different multi-carb setups across the 350, also swapping valve covers and distributors to match the look.

The reality remains that most street motors make the best, most driveable power with a single four-barrel on a high-rise dual-plane intake. Fooey. Duals and triples draw a crowd better than any lonely four-holer. This story will tell you where to get ’em, how much they cost, how to set them up, how they run, and—most importantly this time—how they look.

What I find ironic is when you've BTDT, a quality single plane w/ a well matched 4-holer nearly always outperforms a tunnel ram unless you're buzzing +8,000rpm.  Save the 'slanted' mag articles for the advertisers who pay the bills.

* Doubt me, then walk the pits or try for yourself.

We ran a single doninator 4 barrel tunnel ram on a SBC, and it is the best working single 4 barrel we ever used. JCharlieM, try a tunnel ram on your combo and see if it works out better for you. IMO-A single plain is a lot more cost effective. (our manifold did not cost $2550.00, but it was over $1000.00) The 2 660's combo works great with a Holley Ram, we used the Vic Ram also with good results on a low rpm 383.  

HRE sheet metal intake manifolds are the hot setup if you want to go fast. Made with top quality grade aluminum and precision welded makes this a first class addition to any performance minded racer. Tops can be changed out for either single or dual carburetors. HRE intakes are truly a work of art and a must for the true racer. Price: $ 2,550.00