VincentZ28

I heard a simeased Super Ram lost power and torque. Those simeased runners had help making power with the manifold being the main reason for the higher horsepower. The manifold has metal added and reshaped to flow over 310cfms vs an Extrude Manifold that flows 261 cfms. If you notice you don't see most Dynos Runs with a Super Ram make power up to 5800 without falling off. Most fall off around 5200 to 5400.

Kevin91Z

We're allergic to carbs. What's not to like? We're still making huge progress with 20 year old EFI technology. Who needs an LS1?

Orr89RocZ

Atleast somebody is still doing TPI stuff..... no one is doing anything about TPI it seems anymore. I'm truly surprised they are releasing a BBK intake for these cars now considering the LSX uprising

Daniel U

Are any of these cars 6.3 or are they all 5.7's? How did "comp cams" get there TPI's around 410?

http://www.compcams.com/Community/Ar...?ID=1737510521

__________________

Here's my project '54 Chevrolet P/U: http://67-72chevytrucks.com/vboard/s...d.php?t=212753
'54 5 window TPI 5.7/700R4/10 bolt posi w/3:73
'88 IROC TPI 5.7/700R4/ 9 bolt lim.slip 3:27
'99 Tahoe Vortec 5.7/4L60E/ 10 bolt posi w/4:11
Doing my part to warm the globe

madmax

You're looking at a bunch of 5.7's.

That link you posted, those are flywheel HP numbers, not rear wheel HP numbers. Who knows what other items are missing like smog controls *cough* AIR *cough*, power steering, alternator... Oh and I'm sure they had a cat attached to those headers.

Orr89RocZ

yep. whats goin on here are high hp smog legal efforts. thats impressive. Someone needs to try to take TPI as high as possible without the smog part to see how much difference there is

MikeH

Yeah thats what ive read as well. The higher flowing base might make the difference. Vincent..What base did kevin use with your superRam? Did kevin not use the same welded and ported base for each runner and plenum setup?

1989GTATransAm

Yes the base was the same between the Super Ram and the modified TPI setup. It was the one that flowed well past 300cfm and used for both tests. The runners on the Super Ram have been Extrude Honed. The only thing that was switched were the runners and the plenums.

Thank you Kevin and Vincent for taking the time to do the test. Not often do you see a back to back test like this.

MikeH

Allen... thanks for clearing that up for me. After reading vincents post again i understand what he was saying. Sorry to hear about your driveshaft good thing it didnt happen while the car was moving. A safety loop would be on your list of things to do im sure.

And yes the base is the key even though its a 350 i still havent seen many superrams with that much topend. With my 400 opening the base up like you guys have done is a must do.

Would a machine shop be able to handle the welding? Not sure what type of place to go for this service. Any advise where to go?

1989GTATransAm

Any place that can weld aluminum. I would think a welding shop for sure. Maybe a machine shop if they also do welding. The reason for the welding on top is twofold. One to get more cross sectional area and two to arch the roof of the port for a better entry into the head.

Kevin91Z

Now we just need someone to send us a StealthRam so we can test that. I might have a set of aftermarket long tube runners to test, as well. But its probably not worth it since these were all tested in that article in the sticky post.

Burnout91

I will have a HSR, AFR 195, XFI268, Dyno Don headers combo to test, might not be until November '08, though. Would you want to test the HSR on your motor?
Bill

Daniel U

What kind of difference would you expect from a 5.7 with a 400 crank(6.3)?

Americanmouse

Hey guys iv'e been reading your posts for awhile and I would like to know what would be a reconmended max. rpm for my IROC with my setup?

Engine:
383 L98 TPI, 350 bored .030 over truck block 4 bolt main honed and magnafluxed
Engine Modifications:
Stock plenum ported/simeased for the runners and throttle body

Edelbrock intake manifold and runners ported and simesed

Edelbrock Performer heads 64cc & 160/202 intake/exhaust

Edelbrock Valve Covers

Moroso valve cover breathers

Edelbrock 58mm Throttle Body

Racetronix 37lb. Injectors

Walbro high performance fuel pump

Holley adj. fuel pressure regulator

Manly Pushrods

Crane 1.6 Roller Rockers

Comp cam Hydraulic roller:
510/540 gross lift 1.6 rockers bump up lift to 576
Duration at .050 intake:230/exhaust244
Lobe separation:112

Keith Black hypereutectic 10:5: 1 pistons

Chrome Molly rings

Scat forged piston rods

refurbished truck 400 crank turned down

Cat harmonic balancer

Moroso 6qt. Pan

Edelbrock water pump

MSD HEI distributor with cap & rotor

MSD Blaster coil

MSD box 6AL with rev. limiter

Accel 8.8 wires with heat retarded sleeves

Bosch platinum plugs

Hooker long tube coated headers 1 3/4

Mufflex 3.0" Cat Back Exhaust System

3” Flowmaster Race Series muffler Cat-back

SLP cold air induction

K/N air filter

Grantanelli adj. Mas air flow sensor

Under drive pulleys

Modified custom serpentine belt system


Transmission:
Re-Built 700R-4 Trans

Transmission Modifications:
B&M Ratchet Shifter

B&M shift kit

B&M 3000 stall

Corvette servo

B&M Trick Shift fluid

B&M large capacity trans pan

B&M trans cooler

Transmission tunnel mounted torque arm w/ DS loop


Chassis:
Comp. Engineering sub-frame conn.

Brakes:
Stock brakes

Crane vaccum boost

Front cross drilled/sloted rotors

Hawk pads

Earls braided lines

Suspension:
Lakewood drag shocks

Mack LCA’s

Mack Panhard bar

Mack torque arm

IROC wonder bar

Axle:
Re-Built 10 bolt rear end with 3.73’s and T/A girdle

Wheels:
16" IROC rims polished and powdered coated
Tires:
Future Mods: Drag Radials
Exterior:
Custom paint; Chevy Orange

Interior:
Jegs racing seats

5 point belt harness

B&M floor shifter

2 gauge Pod pillar
(Autometer trans & water temp.)

No rear seats

Audio:
Pioneer with amp Jenson speakers

future Mods:

Nitrous

C4 front brake upgrade

Subs in the trunk

Miscellaneous:
Custom chip: Fast Chip Performance

3 core radiator

Water Wetter with 50/50 mixture

180 dergree thermostat

Hayden electric high flow cooling fan

PowerMaster High torque Starter re-build

PowerMaster Alternator

Optima Battery

Pennzoil 20/50

NO SMOG EQUIPTMENT:
Such as;

No cats

No egr

No smog pump

Etc.
----------
Sorry for the long post!

Orr89RocZ

I'd also be curious as to what the Stealth ram would do compared to your modded TPI and superam setups. I have a feeling it will surpass both by a good number based on a few results i've seen.

Americanmouse, your 383 should peak around 4800-5000 unless its ported out alot and siamesed alot. MAYBE 5200 but i doubt it with those large cubes. On the side note, did you ever run that car before at the track?

Americanmouse

Thanks for the reply!
I never took it to the track.
Also I did some major gutting out in the intake manifold,runners, and plenum.
I also thought that the stock T.P.I.'S run at 4800, and yet your saying I should be running 4800 to 5200!? Even with the heavy mods I have done!
I'm confused!!!

Orr89RocZ

Look at these guys' results. There extremely modded TPI setups are peaking at 5500 and carrying to near 6000, some abit more but most of them will peak at 5500. Thats a seriously modded runner system and base. Also they have much better heads than those edelbrocks you have.
If you have done the same mods to the base/runners as they have done, then yours will peak just a tad lower since the 383 requires even more airflow to satisfy it. 5200 rpms peak from a 383 TPI is pretty darn good. your cam has ability to peak near 6000, but the heads/intake i dont think will support it much over 5200 rpms or so.

pandin

Everything happens at a lower rpm because of more air flow.

The dynamics are different because it is all stroke increase, as opposed to bigger bore. It pulls same air (bore) for a longer time (stroke). 1/4" stroke difference means 1/2" total (1/4" tdc and 1/4" bdc).

VincentZ28

Yea! But the article did not test it with a modded manifold. This is one way to find out if the manifold is the main restriction. I'll pay half of the dyno time if you like.

VincentZ28

[quote]We saw a simular set up except it was a 406cu with a Comp Cams 280XFI an AFR heads, 5 speed, Super ram with a 58mm TB an Edelbrock manifold(not ported) made 386rwhp@5500-434rwtq@4400.

Your set up might be around 340-355hp@5200 and 390-415tq@4400 because you have smaller flowing heads. 37lbs injectors is way to much. The most you would need is 30lbs.

Burnout91

I've got a total TPI-to-HSR (brand new) swap set-up that I am willing to lend for testing...-Bill

VincentZ28

Say Bill! You will get better results from the 280XFI than the 268XFI in the higher RPM range above 6000.

Americanmouse

[quote=VincentZ28;3694842]Ok! are these rwhp/rwt for my IROC or at the fly?
As far as my heads go I was told after having several valves and springs replaced last year due to retarding my cam to far "duh" that my heads flowed very well, and he said if I did any more modification to them would greatly affect daily driving. This is coming from a Cylinder Head shop owner who builds race engines.
I went to 37lb. injectors for any future upgrades such as nitrious.
And thanks again for all your replys.
As far as my original question goes I had a custom chip done in 05'. Since then I have done additional mods. That requires a new chip which they said could be done for a little up grade fee. I know alot of you frown on that, but I don't have the time or patience to play with Tuner Pro, ACCEL, etc.

1989GTATransAm

RWHP and RWTQ.

Kevin91Z