I guess I am just too old school for this fuel injection/runers/plenum stuff.

I mean, I have a oldschool 327 with completely worked iron heads, an Edelbrock "Trantula" intake maniflod, and a custom Holley 750 with dual 50cc pumps (front and rear) and I am spinning 540 RWhp and 8500 prms, yet I am making power down at 3K and it is streetable.

 

There is a difference between "streetable" and "ease off line at traffic lights in daily traffic".
I once drove with a single plane intake & stick.
Wasn't easy nor truly fun.
Until I got into a street race!
The dual intake for a MPFI set up is a unique idea. But how can it simply be made?
I can't wait to get a ride in the Corvette one day.....
Using 186 heads or 492 heads and
Curious
What valve spring set up?
because IF the intake is "designed to take it" must so be matched in valve train (rpms), too.

 

actually i was just thinking about that, it wouldn't be too overly hard, kina like doing a dual quad setup, the hardest part would be betting the throttlebodies in sync. i would think that you would need 1 tps, and i'm not sure about the iac valve but if the throttlebodies were linked together, then would you need 2? i may try to do that if i decide to build a second engine for the car. if i do that, i will make one of them force fed(turbo) and the other will have a dual intake setup like dean is talking about. i dunno where you would have room to put the 2 diff throttlebodies though. maybe come over the valvecovers to the outside of the block rather than right over the block as they are now.

anyway just a thought.

 

Karl, You've been over to the house and have seen footage of me racing it. It is streetable off a stoplight but the clutch foot gets very tired in stop and go traffic. Streetable enough that I drove my daughter to school in it the second to last day of the year- but yess I have to slip the clutch easing it through the busy parkinglot.

Heads are 3990462 2.02/1.6 double bump and were modified to the max by Blair's speed shop back in the late 60's. The cam was pulled from the GM myteryblock and given to Iskendarian (Thunderalley) to pull a profile on the mystery GM stamped prototype cam grind- pops has the tag and I would need to get it to remeber the exact profile in the motor, but he had the heads worked for the cam lift and compression needed- I have mentioned to you before that no one has ever been able to trace the block #'s on this motor other than its a '64 block. Around that time GM did tests with aprox 200 "Mystery engines" strickly for prototype and not for production use, we are told we got our hands on one by Mike English-his next question was, "Where did you get it?" It was a cash deal through factory ties back in Jan of '69 for a performance shortblockthat obviously someone felt no one would miss since it sat with many others covered in dust. Rumors have it that many of them got out of GM's hands. Someone somewhere has a notebook of all the testings and block #'s, but it was never officially printed.

Yes my father acquired something special back then and it will remain in the family as a keepsake.

 

Yeah I "know exactly" what ya got.
The engine was built with the thinkings of the smart ones, like Joe Sherman & Joe Mondello.
Block heritage?
I think it's one that went to Dick Guldstand, cause he was "right there". Those blocks were probably "cast for" Grand Sports that were never made.
We both know how much fun it is to drive the "wrong combinations" on the streets!
Mine was a Scorpion intake, Holley 3310 & "good heads" and a General Kenitics cam. Things I discovered, after I killed the engine racing someone on the Marina del Rey Freeway back in 1984 (Won the race, Lost the engine, what a surprise!).
After I switched to a cast iron dual plane intake (1967 vintage, too) my car responded so much beter in real life driving.

What's really interesting is that "any" aftermarket EFI set up is generally based upon the single plane intake design (Holley Pro-jection set ups). I think your creation is based upon an Accel EFI set up I see in speed publications