Classic Mustangs (Tech)Technical discussions about the Mustangs of yester-year.
Welcome to Mustang Forums!
Welcome to Mustang Forums.
You are currently viewing our forum as a guest, which gives you limited access to view most discussions and access our other features. By joining our community, at no cost, you will have access to post topics, communicate privately with other members (PM), respond to polls, upload content and access many other special features. Registration is free, fast and simple, so please join our community today!
The advantage of dual quads is only seen in all out racing. In maximum effort you want the cylinders tuned evenly, jetted for the same AFR all the way around so there's even fuel delivery to all the cylinders. That's why tunnel rams and dual quads are prefered for maximum effort FULL RACE drag engines. 1 barrel for each cylinder, it lets you tune each cylinder individually by changing the tuning on each individual barrel. That being said, they're primarily used on Pro Stock engines that are 500cid and around 130%+ volumetric efficiency and operating between 10,200 and 11,000rpm. The pinnacle of naturally aspirated powerplant design, putting out over 1,300hp all engine on gasoline.
They have no place whatsoever on any street car and about 90% of race cars, other than for looks. You can get them to work, and they're a pain to tune, but they'll always make worse mileage and worse power. That's more a factor of carb size. If someone made 250-300cfm carbs with a modern 2x4 then it could be a sweet setup. You could use a set of 390's from Holley, but no one makes a modern 2x4 intake with good flow balance. The modern single 4bbl dual planes have better flow balance characteristics, and a tunnel ram is basically useless under 7,000rpm.
If you want to go that route, you could go to a Webber setup using something like DC0E's in a 4x2 configuration. 4 2bbl Webbers in a downdraught setup, but it's easily as expensive as a badass EFI setup would cost and you have to know how to really tune carbs, and how to really tune Webbers in particular. And there's just not much support for Webbers here in the US.
If you're intent on going with a 2x4 setup, then stick with a set of 390's from Holley. No one will really know the difference on the outside, and it'll run really well.
And I take it back, Edelbrock apparently now makes an RPM Air Gap dual quad. You could try that with 2 390's.
This ad is not displayed to registered or logged-in members. Register your free account today and become a member on Mustang Forums!
Who cares how much horsepower it has, all that matters is how fast it goes!
Untested 331, lots of suspension, chewing up corners.
Last edited by 67mustang302; 08-30-2008 at 12:53 PM.
I tried to post a reply to urban cowboy the other day, but I got kicked out while typing it. I ran 2 465cfm Holley model 4160s on a Ford individual runner manifold originally designed for the 66 Trans-Am Mustangs. I don't remember the PN on that. I had the carbs mounted backwards like the 427 and used the 427 style secondary diaphram setup with the synchronising hose. The carbs were progressive, front primaries opening first, followed by rear primaries. Only the front carb had a choke. Both secondaries would open together giving a total of 930cfm. Yes, according to all the formulas it was too much. Tell that to the Corvettes, Trans-Ams, Challengers, GT500s etc. that I outran with the car. It was a 1966 GT350, 3.89 Detroit locker, F70-14 tires and a wide ratio T10. Oh, it got 18-20mpg at the then 55mph speed limit, 22 if I ran 75-80 with it. This before Duraspark ignition, just plain old Ford Hi-Po 289 dual point. As for 3 2bbls, I had Ford kit C4OZ-6BO68-B I think it was on a 1964 Falcon with a midly modified 260. It did vey well even with a C4 once I figured out the tuning on them.
Many cars, in the 50's and early 60's had them. The Plymouth Fury, for example, depicted in Christine did, and that was a family car. Thousands of 56-61 Corvettes had dual-quads, and of course the 67 GT500 had them. A dual-quad intake was planned for the 67 GT350, but it was cancelled. You could buy it over the counter, of course, it was already available as an add-on.
Amateur restorer. (Well, once in a while I have been paid for it)
Thanks for the input, is there really no gain from running dual quads? The reason I want to run a setup like this is really because I'm doing a Shelby clone, GT350's came with a hipo 289 and dual quads and I want everything to at least appear close to stock. I'd love a GT500 but a 428cj and police interceptor t6 is just way out of realm in terms of budget.
A GT350 never came with dual quads, it had an aluminum high rise with a 715 cfm "lemans" style holley carb with mechanical choke and vacuum secondaries.
Last edited by barnett468; 08-15-2014 at 02:33 AM.
...the whole point of the dual carb setup was to appear close to a stock GT350 289. Like you said, an oval air cleaner would hide it well but I guess it's just not worth the power loss to go dual quad. too bad it would look damn sweet
No prob, just limit the secondaries so the only open around 1/4" of the way and use progressive linkage between the two carbs so just 2 barrels on one carb open first as one suggested.
an oval air cleaner will not hide dual quads one iota.
Last edited by barnett468; 08-15-2014 at 02:30 AM.
Thanks to everyone who replied, still love the look of the dual quads. Gunna ask around at the carshow this weekend, if the power loss is negligible I'll probably do the dual quads as originally intended. I guess ur right quesey, I'm not doing insane runs at the strip every weekend so the difference in hp is probably not even noticeable on street.
the loss comes from opening 8 barrels on 2 4 barrel carbs too soon.
This forum is owned and operated by Internet Brands, Inc., a Delaware
corporation. It is not authorized or endorsed by the Ford Motor Company and is not affiliated with the Ford
Motor Company or its related companies in any way. Ford® is a registered trademark of the Ford Motor