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We ship once a week or more depending on the workload in our custom car fabrication workshop. We are a small operation building cars as well as selling parts. Car builds take priority, we usually ship mid week and end of week.
Ford 302 351 Cleveland Tunnel Ram intake manifold - suits 2V heads
Aussiespeed Ford Cleveland Tunnel Ram Base ~ Intake manifold suits 2V or 4V cylinder heads. Order Tops Separate see below.

Tunnel Ram Tops






$1,040.00
Qty
Product Description
Part# AS0028 : Ford 302 351 Cleveland Tunnel Rams base inlet manifold. Suits 2 V heads however there is enough meat in the casting for you to blend it at the ends of the port to port match to 4V heads.

The tunnel ram tops are ordered as an extra cost item, selection is made above with the prices shown beside each option

As far a the CHI 3V heads go this manifold will bolt up ok however the CHI port is about 1" higher in the head than a stock Ford port and hence a big miss match.  To get this manifold to fit CHI heads you would need to blend the bottom of the port in the CHI heads and resin fill some of the port floor in this manifold and then open the top of the manifold port up some, so this would need to be done by a competent person. Just note you will have a small port feeding a large port head, which is good generally for street torque and limits reversion but can possibly limit wide open throttle high rpm hp.

Tuning guide for Wet Fuels - Premium pump and race fuels

Single 4 Barrel
Power range for the single 4 barrel top is approx 3500rpm to 3800rpm depending on the cam, AussieSpeed has tightened up the plenum on the single 4 barrel top to increase air speed and torque at the low end, expecting that primarily it will be used more on a street/strip engine in a hot rod or similar muscle car. The bigger the cam the higher in the rpm range it will start to come in at.  Typically we estimate the best street setup for a healty cam of around 235 to 245 dur @ .050 at a lobe sep angle of 107 to 110 would be a 3500 stall converter running 4:11 diff gears with a 26" to 28" tyre and it would be quite streetable for that special toy vehicle.  Bigger cams may need a higher stall converter for similar diff gears.

Twin 2 Barrel
If you want the twin carby look and you primarily have a small cam / mild cam street engine in the 300 to 350ci capacity then the twin 2 barrel top would be the go for the street with a pair of 350 Holley two barrel carbs. If your cam specs are in the 212 to 225 @ .050 you could get away with a 2200rpm stall converter and a 3.7 to 3.9:1 diff gears. This would make quite a good, praticle set up for street driven engine if the tunnel ram look is what you want. A bigger cam will need 4.11:1 diff gears and a 2800-3000rpm converter other wise it will feel real doughy in the bottom end and be a bit of a pig to put around at normal street speeds.

Twin 4 Barrel
Power range for the twin 4 barrel tops is 4000rpm to 7500+rpm, recomend 4500rpm stall converters and diff gears 4.5:1 or lower. Mainly aimed at big engines with big cams used on dragsters. However if you really want to put one of these on your street driven Hot Rod with a 235 @ .050 cam then try a pair of 465 vac sec carbies on engines of 350ci and larger, you might be able to dial in a streetable package if you are a good tuner and run diff gears 4:11 or lower and at least a 3500rpm converter.

Main thing to remember is that a tunnel ram intake manifold flows volumes and becasue of the size of the runners and volume of the tunnel ram tops there is stuff all air speed up to 2500+rpm so normal street gears in the diff and stock stall converters are not really going to make it that driveable becasue the fuel atomisation of wet fuels at that rpm range below 2500rpm will not be that efficient or even, with the tunnel ram. However dry fuels like LPG are a little different see below.

Supercharger 6:71 adaptor
Superchargers are great power adders and work with all camshafts from stock to wild. As a rule of thumb a 10lbs boost will increase the power at any given engine rpm by 30 to 40%.  So for a stock cammed engine with about 8:1 comp you will have more power in the streetable rev range and across the entire rpm range that the cam is designed to work by roughly this amount.

Tuning Guide for dry fuels - LPG [Low Pressure Gas or Propane]

Propane or LPG requires good engine vacuum to operate the gas converter/mixer so I will assume that your engine will have a baby cam installed to provide good vacuum, something in the range of up to 218 dur @ .050 on a lobe separtion of 112 to 114.  The best set up for a gas carby engine is two imco mixers with 4 barrel Holley bases, installed on top of a twin 4 barrel tunnel ram.  This set up is quite streetable and here is why, each imco carby is only rated to 400cfm so for 350+ci engines you cannot over carb the engine and becasue LPG is already a gas it does not have the atomisation and fuel drop out problems associated with wet fuels at low air speed at low rpm.  So a LPG fed engine set up as suggested here would be a good street package when used with a 2200-2800rpm stall converter and diff gears 3.5 to 3.7:1 with a 26" to 27" tyre.

As a rule of thumb big cam engines with high overlap on the intake and exhaust have low vacuum figures, typically much less than 15inches of mercury, which makes running LPG too hard becasue the primary converter that pre-heats the gas from the engine coolant will not work that well on low vacuum signals, so your engine starves for fuel and runs like a pig. Not real fun.

If you need to dicuss it further contact Kustom Bitz, see our contact page from the menu above.
 
     
 
 
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EV conversion 1955 MG ZA Magnette by Kustom Bitz

by kustombitz on 04 Jul 2024
Kustom Bitz is doing an EV conversion on this 1955 MG ZA Magnette.  The job is a complete restoration and driveline conversion, it doen't look much at the moment but we have been pulling it apart to completely strip the paint for a full rotiserie restoration on the body.  The sills need replacing and the rear guards need some rust repairs but apart from that the body is mint. You can follow the restoration on https://www.facebook.com/MGEVMagnette We will be installing an air cooled Hyper9 AC motor and controller with two LFP battery packs, one in the boot and one in the front engine bay. The electric motor will sit in the gearbox tunnel with a Torque Trends USA Long tail housing reduction box, with integral park lock, like an auto trans has. The base EV technology that is going into this car has been around since the 1990s and I have been selecting, repairing and working on IGBT drive technolgy in the automation industry since that time, so combining my restoration skills and EV technology make sense to me. Intended as a city run around it should be a pretty stout combination as the Hyper9 puts out a similar torque to a stock 289 Windsor but from zero rpm all the way up. Rated at approx 200hp. The body is light weight at just on 1080kg stock, weight gets pulled out, engine and gear box [all cast iron], and the batteries is similar in weight so ends up around the same once finished.

41 Willys at Sydney Hot Rod Show 2024

by kustombitz on 04 Jul 2024
41 Willys coupe on display at the Sydney Hot Rod show, all bare steel body with a Kustom Bitz gasser modified chassis under it.

8:71 Supercharger install on 454ci powered '55 Chevy

by kustombitz on 30 May 2022
You would think a supercharger kit install would be pretty simple .... well no, is the short answer. A wise man once told me a 'kit' is not a solution.  And having worked on a few of these set ups now these words keep ringing in my head and I remember this old man who at the time I didn't think was that wise at all .... now I am older and I see.   In this install I had to port match the heads to the intake as there was a substantial lip into the head port because of the large intake manifold ports. If not corrected would have led to fuel puddling and fouled plugs and drivability problems that would have been hard to diagnose once assembled.  Also the distributor hole at the back of the manifold was off centre and way too big for a standard chevy dizzy and any aftermarket dizzy too. So I had to make a boss to take up the slack and provide a stable boss for the dizzy clamp to work properly.   To add to the woes, the engine assembler failed to pick up that it was a tall deck block and required a longer oil pump drive shaft .... that was hard to diagnose when a new engine loses oil pressure for no reason.   I got there in the end with modded accelerator links, better fuel line route, boost referenced carburettors and a proper harmonic balancer for a blower application.  The install was challenging on this one but the end result was a sweet running engine with monster amounts of torque to hall this heavy full size sedan around the hills .... and cool looks of course.  

41 Willys Coupe Gasser Chassis

by kustombitz on 30 May 2022
41 Willy Coupe chassis fabricated to original dimensions yet extra strength provided in the depth of the chassis and via tubular centre X member and many tubular cross members to take the weight and torque of a big block Ford drive line.  This chassis will have an original steel body fitted to it and the owner wants the whole car to resemble an early 60s drag car, right down to the rear radius rods that look like ladder bars, however it has to have nice street manners and pass ASRF construction guidelines for safe street rod engineering.  Now many may argue a leaf sprung front end and rear end is not the best handling street car and I would agree, but there are always trade offs for the look you want and the right combination of parts installed with the correct geometry can still yield a very nice driver with a really cool look.  When driven responsibly this 41 Willys will provide hours of enjoyment for the owner cruising around.   Chassis by Kustom Bitz [our custom designed rails], Engine Ford Hemi V8, T400 auto, 9" diff installed on leaf springs with diff housing floaters designed by Kustom Bitz for street use [so we have flexibility and suspension give], Super Bell front I beam with disc brakes cleverly mounted to parallel leaf springs without any mods to I beam and not relying on welded parts.   See our section on Hot Rod Chassis construction for more images of our various Willys Coupe chassis that Kustom Bitz has built.  

'67 Toyota Crown Ute - another air ride bagged project

by kustombitz on 01 Apr 2021
The Toyota Crown ute is progressing along, the body is fitting the modified original chassis and this is how it will look when it's dropped ... I think it has the right stance ... The framing you can see is holding the upper body together as the floor and lower sections are rusted away and have been cut out, then to be completely refabbed by us.  The frame allows us to lift the body on and off as we please during this stage.

1940 Ford Coupe chassis BBC 454 L80E 9" and air ride

by kustombitz on 01 Apr 2021
Kustom Bitz just completed a 35-41 chassis, stepped up at the rear and a reversed centre X member allow this chassis to sit 40mm off the deck. It runs a Rod Tech IFS, big block chevy and L80E auto, a 9 inch diff with floating hubs, all on modified original rails. Kustom Bitz has developed our own boxing plates that suit the original rails near on perfectly. Original Ford rails are curved from front to back there are no straight sections, so to get something that fits right we had to jig the chassis up and map them out.  This is what we do, when it just needs to be done right to make it a well engineered car.  This allowed us to make a nice transistion for a high step at the rear. We have designed in 6 inches of travel at the back, so this car can have a normal, almost stock ride height then dumped to the max when parked.

LS Engine swap and custom air bag IFS

by kustombitz on 19 Feb 2020
'67 Toyota Crown ute chassis build is going well. Got the LS engine and 6 speed manual box in place and we can use all the orginal serpentine pulleys, brackets etc. The narrow wheel track on the Toyota called for a tailored solution when it came to the front end.  These old Toyotas dont have service parts available any more so the front end had to be changed, so that made a brake upgrade alot easier too. We run R6 air bags from Air Ride sitting at a ride height of 6" for the air bag so got plenty of air volume in them for a good ride quality and a full length travel shock absorber so we get proper rebound tuning, along with a power steering rack.  So at the sill [belly of the car] we get a 5" ride hieght with a 4 inch drop, this thing will look great.

Double shear brackets - rear coil overs Hot Rod Chassis

by kustombitz on 30 May 2019
Recently in Victoria some engineers have called for the upper and lower mounts for the rear coil over shockers to be a double shear bracket.  The thoery is that the bolt has too much twisting force on it and it will break. Well thats why on Hot Rods we use a 5/8" grade 8 bolt in a single shear bracket application to over engineer it so it does not break. A typical OEM application uses a 1/2" bolt in a double shear bracket. However to please the engineer we have thought out a simple plate kit that can be welded in on the upper mounts as you see here to satisfy their requirements and should fit into most applications without too much effort or rework.  We have a lower mount bracket nutted out as well.

Diff bump stops custom made

by kustombitz on 08 Mar 2019
So many hot rod shops don't install proper bump stops.  In this instance we had to rebuild the shocker mounts on the diff as the rear end was bottoming out on the shocker travel becasue it had no properly designed bump stops in place. So the shock absorber mounting bracket was absorbing every bump when the suspension bottomed out, easy to see why both mounts broke. While we were repairing the diff I made a simple yet effective progressive bump stop that is held in place via the U bolts that hold the diff to the leaf springs. It turned out a very successful set up. This is yet another example how Kustom Bitz can sort out problems on your custom car or hot rod, its what we do.

Torana A9X custom made rear pan hard bar 9" Diff

by kustombitz on 08 Mar 2019
Back in the day Group C racing one of the tricks to get the Holden Torana to handle nice and be more predictable in corners was to fit a rear pan hard bar to give much better diff locating than the OEM triangulated 4 bars offered.  However the body, subframe and floor pan at the rear is no where near strong enoungh to concentrate the loads of pan hard bar in any one spot, so it has to be carefully planned and constructed, especially so in a street car like this that we cannot put a full roll cage in. You see in a race car I can place the roll cage in a position to pick up such loads placed on the pan hard bar brackets, but in this situaton we couldn't. The picture above is with the unit installed, keep in mind the car was just a shell so no weight was in it and the rear is sitting high. Once the full wieght of the car is on, it will sit fairly level.  It retains the original triangulated 4 bars however we run PU bushes in the bottom arms and ordinary rubber in the top arms. So the lower arms and pan hard bar do the locating and the top arms have some give so they don't bind with the pan hard bar.

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