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Hello, does anyone here actually have any experience with the Edelbrock dual plane dual carburetor 065 Intake ? Has anyone been able to compare how well it works against a performer ? I have 2 brand new 500 cfm Edelbrock AVS carburetors. I originally wanted to use on a tunnel ram for this 489 stoker. The tunnel ram doesn't make sense for the rpm I will be turning 5,500. So I wanted to utilize the carbs. I feel a dual plane on a big inch engine with smaller cam... would run well. So when I saw that dual carburetor intake that Edelbrock made , I raised and eyebrow and grinned. It looks like a stock 425-455 intake with a little taller and bigger runners. I would assume this intake would help make great torque to 5000 rpm.
Built a 425 years ago with the Offy dual quad semi rise manifold. 2 500cfm Carters, hefty cam, 4spd, 466 gears out back in a 67 442 vert. Went 12 10's and ballz galore.
In 1965 a magazine, probably Hot Rod did a test on different combinations on a 425. Termed the engine a Stump Puller! Among test parts was the Edelbrock dual carb manifold. Dont know the exact issue of the magazine. And there are better intake and carb setups but the dual quads are different and cool to see.
I know there are better intakes. I had a mild 455 with a H270 magnum comp cam. Decked the heads. They where C castings , my buddy and I tried 3 different intakes over a coarse of a couple weeks. The stock Toronado intake. Made great torque down low but started falling off around 3500 rpm -4000 rpm. Tried a Torker intake next. it was a dog out the hole on that motor, but woke up the engine around 3500 rpm, pulled okay to 5500. We then tried the Edelbrock dual plane. That was the clear winner for the seat of the pants dyno. The car was a riot. It was in a 78 Gbody . with 323gears and posi.T urbo 350 with a shift kit. Melted the tires. You could be driving at 30 MPH and mash the throttle, it would down shift and just start cooking the tires, you would hear that Qjet screeming! I bought better and wider tires it helped. Not a race car but ran 12.90s with YZ manifolds....probably left 30-40 HP on the table. Next build was in a 73 cutlass.Big heavy car. this was a 455-463 with custom pistons, a healthy cam, N crank, forged rods, B heads that where hand ported by Greg Basil out of Rochester NY. Dick miller headers. This motor shifted at 6500. 390 gear with Eaton posi. Turbo 400 with shift kit.As much tire as I could fit under the rear quarters, with some air bags in the rear coils .oh ya had solid rear control arms. Used a quick fuel SS 830 cfm carburetor on this one. The intake was a Crosswinds air gap. Great intake. Best time with street slicks was 12.18 This car was beast, but you could watch the gas gauge drop rolling down the thru way! Whaaaaaaaa! needed a 4 speed. Now I am building a 455- 489 olds stroker. this one has taking me a lot of time do to life, family. But this ones going to be different bird. Have the eagle stroker kit from CNC motorsports, . Block was machined by Travto.I scored a mondello roller cam for peanuts, its a bit small for this build but thats what got. Purchased a set of American racing headers for it.I have a few intakes the tunnel ram and the Portosonic. I know the Portosonic is a great intake and that was the one I was going to use. But I have a couple Edelbrock carburetors sitting around , and really wanted the tunnel ram. Because it probably wont work well on this set up. Next best thing is a dual carb intake. I think they look really cool, love the look of tunnel rams and love the look of the dual carbs. So if it leave 10-15 HP on the table okay, but I think that Edelbrock 065 dual plane should help make more low end grunt then a single plane. Since my motor cant rev ,5500 is the limit on this one. That Offy dual carb intake looks real cool too, I think its a single plane but I don't know.So if any of you guys out there have any time with the 065 Eddie or that offy dual plane that Oldsmaniac used please let me know your experience's. Also , just incase there is someone here that used or uses the offy tunnel ram on the street.. please let me know your experience with it. Thank you!
I cut out the center of one of those Offy dual quad intakes and got Tom Patterson, who built the Airwolf TV show helicopter, to weld in a 5x15" plate that I drilled and tapped for Tri-Carbs. Bill Trovato said in his book that that intake is not good for performance but it works for me with the three 2-barrel Rochesters.
Run to Rund. I like that intake idea. Looks pretty cool. I've never seen that before. I also like that it doesn't have Holley carbs on it. nice to see different stuff. yes I to read the Bill Travato book. A lot of good information. But , I was a little bummed out that the dual quad intakes and the tunnel rams claim no power makers. as I already had purchased the tunnel ram and the single plane portosonic before I read the book. Lol. But, I wonder if the dual quad intakes and the Offy tunnel rams just didn't get a fair shake. What i mean by that, Its more money, 2 carbs, linkage , hood clearance. So, probably less people have tried and taken the time to tune them for street cars. Same with dyno time. I wonder if anyone has actually taken the time on a dyno to run a Offy tunnel ram set up with some carters or eddies. Or the dual Offy intake or the dual Eddie intake.... I think that what you did with that intake is really cool. Thanks for sharing. just curios what type of build are you running that on?
It is on the Run to Rund re-creation, and the car and engine compartment look like 1966 stock and the 1967 SS/E class that NHRA forced the 66W30 into for the next year--only 54 were factory built in 1966 and NHRA pulled a bait and switch and required 500 units built at the factory (which Olds then did for the 1967 model). So, I was allowed for 1967 any tire (like the 9" stock class tires used from 1975 onward in that class), any ignition (hence MSD now the same corporate entity as the Mallory that the Rund car had in 1966), any camshaft (hmmm, I went to Cam Dynamics and afterwards Comp Cams which were run by John McWhirter who also owned a 66 W30), and any intake using the stock carbs and of course fitting under the hood. This intake is stock height and the short runners come right from the carbs to the intake ports of the heads, like a Tarantula or Torker for the single 4-barrel. I came up with the idea and started on the project in 1976 but only this year tested it on the dragstrip.
It is on the Run to Rund re-creation, and the car and engine compartment look like 1966 stock and the 1967 SS/E class that NHRA forced the 66W30 into for the next year--only 54 were factory built in 1966 and NHRA pulled a bait and switch and required 500 units built at the factory (which Olds then did for the 1967 model). So, I was allowed for 1967 any tire (like the 9" stock class tires used from 1975 onward in that class), any ignition (hence MSD now the same corporate entity as the Mallory that the Rund car had in 1966), any camshaft (hmmm, I went to Cam Dynamics and afterwards Comp Cams which were run by John McWhirter who also owned a 66 W30), and any intake using the stock carbs and of course fitting under the hood. This intake is stock height and the short runners come right from the carbs to the intake ports of the heads, like a Tarantula or Torker for the single 4-barrel. I came up with the idea and started on the project in 1976 but only this year tested it on the dragstrip.
Do you have any photos of that manifold installed on your car with the carbs etc? I like your idea!
Car definitely sounds like beast. I love the fact that you used the dual carb intake. Sounds like it is a 11 second car. That's moving. I was going to ask if there was any bog, dual carbs and single plane, but with that kind of gear doubtful . she's a screamer.
Yeah, it runs mid-11s at 121 mph. I need to improve my driving, because the mph shows it could run several tenths quicker. However, with the road race sliders, I don't shift the Jerico as hard as the guys can with drag sliders. I wanted it to be streetable and capable of downshifting.
Hello, does anyone here actually have any experience with the Edelbrock dual plane dual carburetor 065 Intake ? Has anyone been able to compare how well it works against a performer ? I have 2 brand new 500 cfm Edelbrock AVS carburetors. I originally wanted to use on a tunnel ram for this 489 stoker. The tunnel ram doesn't make sense for the rpm I will be turning 5,500. So I wanted to utilize the carbs. I feel a dual plane on a big inch engine with smaller cam... would run well. So when I saw that dual carburetor intake that Edelbrock made , I raised and eyebrow and grinned. It looks like a stock 425-455 intake with a little taller and bigger runners. I would assume this intake would help make great torque to 5000 rpm.
To answer the original question, a good single carb intake on all but the most extreme street engine will nearly always make more power than a multi carb system if set up correctly. Having said that, I ran an O65 with dual Carter 500 CFM carbs (this was before E-brock licensed the design). I used progressive linkage and had to play with jetting, but it ran great on a strong 455 street motor. The O65 will require about a 3/4" spacer under the carbs to clear the linkage. I had N.O.S. custom make a nitrous plate that also acted as the spacer. Due to the close carb spacing, the Carter/E-brock carbs are all that will fit.
I have an offy 2 carb tunnel ram using 2 edelbrock 600s and it runs fine on the street as far as drivability.
I do not know about potential power loss or gain. It is thirsty. 455
