What can anybody tell about a Smoky Yunick SY1 intake? What will it work like with 650cfm carb on 300hp 350? It was designed for 302 Chevys in Trans Am racing as far as I know. It seems to have big cool factor Thanks Lindsay
A friend used to run one in a 302 Chev altered years ago and it ran pretty well. I have since bought one but haven't run it on anything yet. I was recommended to use a double-pumper to prevent bogging with the large plenum area, but if you have the carb and intake already, I would give it a go and see what happens. I don't think it was designed specifically for Trans Am racing as GM had their own twin-four cross-ram for the Camaro.
Generally speaking, cross-ram intakes can be thought of as being tunnel-rams with the (long) runners laid down. This means you can expect a strong top end at the expense of bottom-end torque, which is what you need on the street. Dave http://www.roadsters.com/
Dave that's the opposite as it was explained to me. Peak torque occurs at a LOWER as you increase the runner length. Peak horsepower occurs at a higher RPM as well. That was the intention with Chrysler's production cross ram in the 60's - lower rpm peak torquw to help move those land yatch's. I ran a "DZ" style cross ram on the street on a mild 327 -after some fiddlin' it ran great with a set of 450cfm vac secondary holleys (reworked 600cfm Holleys) - but then again RPM's were the name of the game for fun back then.
Close...it was designed primarily for NASCAR. A lot of its streetability will depend on your camshaft. A cam with a lot of overlap will be even worse with this intake at low RPM. They obviously have a huge plenum volume....when you nail the throttle from takeoff, it bogs like hell unless you have a huge accelerator pump shot. A 750 DP with the larger REO pumps might be the best overall choice. They can be made to work, but it's not exactly a bolt-on-and-go intake. If you have it, give it a shot. If not, I don't know that I would be prepared to pay a lot for it. They can be made to run well, though several modern intakes would work better when matched to the engine combo. One other thing to note: due to that huge plenum, they can be very hairy to deal with in the event of a backfire. Make sure you have all your timing issues dealt with first...(i.e. it's not the intake to use when starting a brand new rebuild). Play it safe, with new, cool plugs, conservative initial timing, & rich jetting, & sneak up on the final tune. Personally, I'd also remove the hood until everything's worked out.
You lucky S.O.B! I s'pose it's your money, and your project... but there's no way I'd not step up on this deal!!! You know that every ***hole who stands there at a car show/drive in/wherever and starts talking about how EFI is more driveable, or whatever - every one of them would cop wood if they had a chance to score that piece. Screw cold running problems - just warm the car up. Screw low end 'driveability'; just romp on it. Run the thing, buy lots o' jets and stuff. If it were me, I'd think about using an old 625 Carter Comp series AFB. I'd look for the old comp series because I think they'd be closer (or just less far...) to 'dialed in' out of the box than something off a p*** car or an Edelbrock (leaner part throttle - not likely what you want). The AFB is easy enough to change jets in (I used to do it in 5 min on my 383 Valiant) and real easy to change metering rods in. And there's no ****ty power valve to **** out when you get a little 'sneeze' in the intake. Just my .02; congrats on a super score! -bill
hey i have run an sy1 back 25 years ago..and i still have it, its the last part i still have of a 57 belair i had...i ran it on a 375 horse 350 LT1 with a close ratio muncie and 4-10`s...the carb was a 850 double pumper that could of used larger squarters...the car had almost no pull till it hit 3500 rpm`s so the 4-10`s made it a little more streetable...from a dead stop you could bake those 70 series polygl*** tires in all 4 gears and get like 100ft or more in 4th...like i said i still have the intake and back then i had the idea to mount 2 q-jets so i started a different top...i figured i`d tighten up the secondary flaps some and it should work...i`m thinking of finishing the job for my 28 chevy project
Homespun91's advice is on the money about the large plenum being a potential bomb once that huge cavity is filled with the air/fuel mixture. Just a little mis-fire and BAM! Like a muffler explosion and we've all seen blown up mufflers. I've been advised that when starting a car with a cross ram like the Smokey Ram, you are to never pump the gas without turning the motor over to avoid puddling the fuel in the manifold. Good advice and an awesome manifold.
That's funny - I had mine on my car about 20 years ago - and I still have mine too squirreled away. This was one of the first speedparts I bought and I spent days hand polishing mine - probably a week in all (after school) by the time I was finished my findgertips were all bleeding - but the intake looked good!
I have had a Smokey Yunick SY1 on my '36 Chevy for ~5 years now. I'm running a 327 w/2.02 heads, .480 lift cam with roller rockers, 650 cfm Edelbrock carb back by a Borg Warner 5-speed and 3:36 gears. Car runs great even at low RPM, no issues running down the road in 5th even under 2000 RPM. The engine does like to rev with this intake, it really come alive over 3000 RPM. I love this intake, it runs great and really stands out at cruise nights and shows, no one else will have one.
As I understand it, linkage is nonexistant for crossrams these days. Something to consider if you don't have it. Devin
Hey 36 Rodder,I didn't know Webster had any cars with unique intake manifolds and what was that,a five speed? I live just down the road a few miles into 315 land.
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