The velocity valve type secondaries ensure that the carbs never over carburate.
On a tunnel ram you do not want a progressive front rear carb linkage.
You want both carbs to open at the same time. But you do want the correct throttle cable-linkage arm ratio to ensure smooth throttle application.
The ignition advance curve setup is a little different. You can plan on needing to modify the mechanical and vacuum advance systems of your distributor. On a auto trans application a high stall converter is best. Generous rear gearing helps too.
The carbs accelerator pump shot circuit volume and timing will need to be adjusted.
It's all in the setup. I prefer the 750 Edelbrocks but the 600's are not too big.
A manifold vacuum gauge and a air fuel ratio gauge/meter (even a simple basic narrow band type, with heated 02 sensor)
is a big help in getting the carbs dialed in on a tunnel ram.
A selection of AFB main jets, primary metering rods and step up springs (edelbrock timing kit) and a selection of accelerator discharge nozzles or some small drill bits is nice to have.
As posted, you need to let us all in on the details of your engine combo and car.
A different carb will not eliminate the need to dial in that carb for the tunnel ram.
You do not need different carbs or less carb rated cfm.
if you want your tunnel ram to do what it is supposed to do (make more power and torque)
it needs to breath deep to make good power. That means plenty big carbs.
Small cfm carbs choke the power of a tunnel ram and do not work better.
Using the typical converntional carb cfm sizing rules will get you the wrong carbs for your tunnel ram
and limited performance.
Last edited by F-BIRD'88; 12-06-2012 at 12:22 PM.