Rob sent me a private email asking about the distribution of the fuel from the two sides of the intake manifold. No return email address so I'll just answer the question here.

The left side of the manifold (looking from the drivers seat) feeds cylinders 1, 4, 6, & 7.

The right side of the manifold feeds cylinders 2, 3, 5, & 8.

Lorena, Texas (South of Waco)

Allowing for firing order, isn't that the same for any dual-plane manifold? The idea is to have even intake pulses on each side of the carb.

Yes sir - it is the classic "Cross H" dual plane v8 manifold design- and its a "air-gap" type too.

When I got my T-bird it had plugs showing four had been getting one mixture and the other four another. And they were divided just as the cross H distribution would suggest. I didn't bother fixing the Teapot - I replaced it with the later manifold and a Holley 4160 type carb.

 
 Steve Metzger       Tucson, Arizona

Thanks Ted thought you could just reply back on my message..

I asked as I have bought Gunson colortune, I tried it out on my flathead in combination with a vacuum gauge. It works tho' the quality of the unit is questionable

Would that be the same for a flathead?



"Came too close to dying to stop living now!"

The Flathead fuel distribution layout is the same as the Y in that the left side of the intake feeds cylinders 1,4,6, & 7. The Ford FE (390/428), 385 series engines (429/460), and M-E-L engines (430/462) are reversed though with the right side of the intake manifold feeding cylinders 1,4,6, & 7. In looking at a stock Mopar 273 that's sitting here, that particular manifold is not the typical H pattern in that the left side of the manifold feeds the left cylinders and the right side of the manifold feeds the right cylinders.

Lorena, Texas (South of Waco)

Interesting. A quick look on eBay shows both single plane (Torker/Trantula) and dual plane manifolds available for small block Mopars... and a cross-plane Edelbrock tri-power.

An interesting thing about the Y-Block intake is that the drivers side runner going forward feeds 1 and 6 so it is 360 degrees as is the runner going to the rear, which feeds 4 and 7. On the Passenger side (LH drive that is) the runner going forward feeds 2 and 5 so it is 180 degrees as is the runner going to the rear, which feeds 3 and 8.So the drivers side is evenly balanced with pulses going front and rear while the passenger side gets 2 pulses going forward then 2 going to the rear.
I wondered about weather this might affect the desired runner size but never came to any real conclusions so I made them the same, or as close as I could get them.

http://ford-y-block.com 

20 miles east of San Diego, 20 miles north of Mexico

In looking at another factory Mopar intake sitting here (318 Polysphere), it too has the fuel distribution layout being the same as the previously mentioned Mopar 273 wedge engine. The left side of the carburetor feeds the left cylinders and the right side of the carb feeds the right hand cylinders. Here’s a picture of that particular manifold.

Lorena, Texas (South of Waco)

Ted, I think that was pretty much standard for most of the 50's stuff. Especially Mopar. I'm guessin' this intake to be '57-58 Plymouth Fury. I remember a number of dual quad aftermarket intakes with the same layout. Back then I'd imagine any way to get more Carb CFM on an engine had to be a help, Low end power wasn't much of a consideration.

I see that Comp Cams has developed a cam with different duration to accommodate the difference in runner length between the inner four cylinders and the outers. Wonder if that idea would be useful to help the condition John describes. Could be better than a runner volume increase and a corresponding loss in velocity.

Frank/Rebop

Bristol, In ( by Elkhart) 

yes, the early factory hemi intakes are the same log design. back then they were for all out engines for nascar or drag raceing.

 lincoln/merc. y-blocks &mel's                                                               bucyrus, ohio.