I am thinking about selling my 87 IROC and am wonderring what the T-RAM would be worth sold seperatly? Most of these were sold without the auto tranny kick down bracket wich i have along with the two optional fpr relocation hose kits. The package would consist of the following items-

1. Upper and lower manifolds.
2. Two upper plenum side tanks.
3. One upper radiator fan belt gaurd
4. braided fuel lines and fittings for relocating the FPR
5. All bolts to assemble the manifold.
6. Auto tranny tv cable/ kick down bracket.
7. The origanel slp boxes for the optional installation kits.
8. The slp installation instructions.
9. SLP thermostat water neck( stock one wont clear the throttle body)
10. OPTIONAL- custom 54mm Arizona Speed And Marine throttle body. Basically the tranny kick down bracket uses 91 firebird cable ends so the throttle body has 91 cable lugs but the TPS is set up for my 87. The 91 Throttle position sensor is diffrent than the 87 (my car is a 87) so that is what is custom about the throttle body.

 

Call Hawks, he looks for Firehawk stuff...

I would be interested... But probably too rich for my blood.

John

 

what I would pay is diffrent then what its worth..

what I would pay, is about $300.

what its worth is a little over 1k.



ive been around thirdgens awhile and the ONLY one i saw in person so far was at Hawks... he has one sitting on the shelf in there.... i looked over and went.


(i wanted to get my pic taken holding it, but i forgot my camera.)

 

Brand Spanking new I thought they were about $1500

Like Mr Dude said I would only give you about $500 even though it is worth more than that...

Does it come with the PROM chip?

John

 

find the right person, you might get 2k for it...

but full price would be over the 1k area... its one of thoes things where the value depends on the person... to someone like bruce at hawks thirdgen.. he owns a firehawk, and may someday need a spare, so its worth alot more to him, then someone like me... id only want it because its rare, not because of its performance value....


(not to mention, i have a LS1 now.. lol)

 

I still have a SLP/ summit catalog that has all the 91-92 FireHawk parts listed for sale. They had it all from the T-Ram, to the floor pan stampings for the ZF6speeds, ported heads cams Mafs and a ton of other crap. They even had the centercaps and wheels for the Hawks ... man I should have bought some of that stuff back then

 

No, they were cheaper. They were on par with the Super Ram, and IIRC it was right around $1000 from Summit. If the ad isnt up here somewhere, I will scan it later if/when I find my copy and put it up here.

 

So $500 is a fair price... For some reason I thought they were more money when new...

John

 

if i were you, i wouldnt sell it for less then 800... and try for 1000... the person willing to pay that much would probly take care of it better.

 

If you decide to sell please drop me a line, I'd be very interested:

Webmaster@TransAmGTA.com

Anyone know off hand if this would clear under the Kenny Brown 1-piece 3-pt strut tower brace?

 

I'd bet he can get way more than that. There are people looking specifically for these intakes, and seeing as how there is NO supply...

 

What exactly are you implying

John

 

I don't /think/ it will clear I have the KBSTB on my car .....I have the pics blown up to size of the T-Ram ..It looks like it won't but I have not put the 2 together yet

 

If your gonna sell it I would also really like to know.

chiefmanyhorses@comcast.net

 

Thanks for the input!
I paid around 1500.00 for it new in 94 or 95 cant remember, would have to dig out the Summit reciept to verify. To the guys that have already PM'd me this is rehashed so disregaurd.

I dont need to sell it but would like to know it's value. I am looking at buying a new GTO and am willing to part with the third gen to make it happen. To make it worth my time I would need to get enuff to cover another aftermarket intake and some labor for R&Ring.
The intake shootout article posted in the TPI board confirms how well this intake works even after fifteen years have past. You can still purchase all of the featured intakes execpt for ONE, and they were only about fifty made, 25 were attached to the baddest firebird ever made. May'be im dillusional but I honestly think it's worth more than what I paid. If not than it will be sold with the car.

 

I have been offered $2K for mine, and if I were to sell it I wouldn't let it got for under $1200. I port matched mine with a 58mm TB and am running SVO injectors. As far as the question about the strut tower brace, there is less than an inch clearance between the top of my t-ram and the hood, so and over-the-top STB would not fit. I'd love to have a spare t-ram but am still recovering from the 3 uninvited guests Mother Nature sent our way last year, so there are no bucks available to spend on toys for the near term at least...need to rebuild my house first. I was however looking for a gasket set...the last one I found the dude wanted $150 for, so I just made my own. A C-note and a half is just a tad bit steep for an expendable item in my book.

 

WEll looking at the numbers on that article on the TPI board, I would say that although the T-Ram setup has some nestolgia I would be more inclined to pick one of the others If I were looking for Power when you consider the price for a T-ram, Bang for the Buck is not as much as I anticipated.

IMO


John

 

The nice thing about the t-ram other than it's uniqueness is that it was designed as part of a coordinated high performance package. All the parts were designed to work together, be totally streetable, meet all emission requirements, and still get 18 mpg around town and 22-24 mpg on the highway. It cosiderably stronger off the line than the LS1, pulls strong to the redline, and turns some respectable numbers...my last dyno pull was 341 hp at the rear wheels. The only parts on my engine that is different than what the Firehawk package had is I am using the TrickFlow 23 degree heads instead of the aluminum L98 heads that SLP used on the Hawk, and the SVO injectors. I'm also using the 58mm throttle body instead of the 52mm one. Other than that it's pretty much the parts that were available with the SLP Performance Package that was rated at 290 hp on the 91-92 L98s, the t-ram and the SLP 510006 Firehawk cam.

 

Whoa. 341rwhp is a really awesome number. What's the compression ratio of your motor? Do the trickflow heads have any work done to them? I'm assuming you're also running the old Firehawk cam?

 

They're the 64cc heads, so the compression is somewhere around 10:1. The heads are polished and ported, and they're port matched to the intake. The cam is indeed the same one SLP used in the Firehawks.

 

Jimbo, was your car featured in GM high Tech abot 8 years ago?

 

Those are some nice HP numbers. I have a simular engine set up but am down 45 rwhp compared to yours. Do you know what the specs are for your Fire Hawk cam?

 

Here is the cam Data from when Summit used to sell the cams...

Scroll down \/

John
<TABLE BORDER=1 WIDTH=100% CELLSPACING=0 CELLPADDING=3>
<TR>
<td rowspan="2" bgcolor="#FFFF00" align="center" valign="middle">
<p style="margin-top: 0; margin-bottom: 0"><b>Motor</b></td>
<TH BGCOLOR=#C0C0C0 valign=middle style="background-color: #FFFF00" rowspan="2" align="center">
<p style="margin-top: 0; margin-bottom: 0">SLP Part #</TH>
<TH colspan=2 BGCOLOR=#C0C0C0 valign=middle style="background-color: #FFFF00" align="center">
Duration
</TH>
<TH COLSPAN=2 BGCOLOR=#C0C0C0 valign=middle style="background-color: #FFFF00" align="center">
<p style="margin-top: 0; margin-bottom: 0">Dur @ .050</p>
</TH>
<TH BGCOLOR=#C0C0C0 valign=middle style="background-color: #FFFF00" align="center" colspan="2">
Lift
</TH>
<TH BGCOLOR=#C0C0C0 valign=middle style="background-color: #FFFF00" rowspan="2" align="center">
Centerline
</TH>
<TH BGCOLOR=#C0C0C0 valign=middle style="background-color: #FFFF00" rowspan="2" align="center">
hp increase
</TH>
</TR>
<TR>
<TH BGCOLOR=#C0C0C0 valign=middle style="background-color: #FFFF00">
Int.</TH>
<TH BGCOLOR=#C0C0C0 valign=middle style="background-color: #FFFF00">
Exh.</TH>
<TH BGCOLOR=#C0C0C0 valign=middle style="background-color: #FFFF00">
<p style="margin-top: 0; margin-bottom: 0">Int.</TH>
<TH BGCOLOR=#C0C0C0 valign=middle style="background-color: #FFFF00">
<p style="margin-top: 0; margin-bottom: 0">Exh.</TH>
<TH BGCOLOR=#C0C0C0 valign=middle style="background-color: #FFFF00" align="center">
Int
</TH>
<TH BGCOLOR=#C0C0C0 valign=middle style="background-color: #FFFF00" align="center">
Exh
</TH>
</TR>
<tr>
<TD>
<p style="margin-top: 0; margin-bottom: 0">305 LG4, LO3, LB9</p>
<p style="margin-top: 0; margin-bottom: 0">350 B2L (L98)</p>
</TD><TD align="center">51002</TD><TD align="center">258</TD><TD align="center">264</TD><TD align="center">.206</TD><TD align="center">.212</TD>
<TD align="center">.480</TD>
<TD align="center">.487</TD>
<TD align="center">112</TD>
<TD align="center">est +15</TD>
</tr>
<tr>
<TD bgcolor="#FFFFCC">
<p style="margin-top: 0; margin-bottom: 0">305 LG4, LO3, LB9</p>
<p style="margin-top: 0; margin-bottom: 0">350 B2L (L98)</p>
</TD><TD align="center" bgcolor="#FFFFCC">51006</TD><TD align="center" bgcolor="#FFFFCC">270</TD><TD align="center" bgcolor="#FFFFCC">276</TD><TD align="center" bgcolor="#FFFFCC">.218</TD><TD align="center" bgcolor="#FFFFCC">.224</TD>
<TD align="center" bgcolor="#FFFFCC">.495</TD>
<TD align="center" bgcolor="#FFFFCC">.502</TD>
<TD align="center" bgcolor="#FFFFCC">114</TD>
<TD align="center" bgcolor="#FFFFCC">est +25</TD>
</tr>
<tr>
<TD>350 B2L (L98)</TD><TD align="center">51010</TD><TD align="center">280</TD><TD align="center">288</TD><TD align="center">224</TD><TD align="center">230</TD>
<TD align="center">.502</TD>
<TD align="center">.510</TD>
<TD align="center">112</TD>
<TD align="center">est +35</TD>
</tr>
</TABLE>

 

Thanks for the cam info, interesting...little more duration, more lift = almost all of the HP diffrence! Did you dyno your car before porting the Trick Flows?

If I dont sell the T-Ram I plan on putting in a bigger cam wich will require new valve springs. The Trick Flows I have are settup with 1 1/4" valve springs, wich can handle up to a .510 lift, the current cam is .509. While the heads are off would you recomend porting?

 

Comp Cams still makes those grinds

 

I'm also running the Crane Gold 1:6 roller rockers. I used to run the Twisted Wedge heads on the car, and dyno'd 292 rwhp with those heads and the SLP510002 cam. When I did the head swap I also installed the new roller rockers, the Firehawk cam, an accel adjustable fuel pressure regulator, and the SVO injectors. I also port matched everything at that time. One of the major issues I found the last time I pulled the t-ram, is I was running a 58 mm TB on it, and unbeknownst to me when I installed it, the intake air plenum holes on the t-ram intake were considerably smaller (probably around 52mm), so I effectively had a restrictor plate in the intake air path. I opened those up also. The combination of the new heads and rockers, the port matching, the cam, and the fp regulator and injectors netted me the increase in 49 horsepower. Oops, I forgot one other item, I also had a piggyback chip burned by Superchips. That was installed on the chip that originally came with the SLP Performance Package.

 

Jimbo-
What brand of heads are you using now?
I port matched the upper plenum also, looked like the stock TB would have been larger than the origanel holes. I noticed on mine that the intake ports didnt match up to the heads and the intake runner divider walls were to thin to portmatch.

 

I'm running thew Trickflow 23 degree CNC heads with the 1.47" springs. I also noticed a mismatch on the intake port holes. I opened them up as much as I could safely do.

 

I wish I would have spent a couple more bucks for the 1.48 springs and porting. If I remember correctly the heads you have cost about the same as AFR 180s, no?

 

I wanted to port match mine to correct for the misalighnment but it didnt look like there was enuff material to work with on the intake side.

 

...it was a tossup for me between the TF 23 heads and the AFRs...they were very close in price. What tipped the balance for me was the tech support I received from TFS, they were able to answer all my phone questions pretty much immediately and responded by e-mail quickly also. There was also a wealth of information available on the internet on the TF heads, as well as a bunch of people that were running them and had real world experience, so it gave me a warm fuzzy and a push to rate them over the AFRs, as the flow bench numbers were similar. One other thing, the TF heads hold their value very well, I was able to sell my Twisted Wedge heads for $650...I had paid a little over $800 for them 3 years previously. Not that that's a big decision factor when buying heads, but it was nice to see that people were still willing to pay the bucks for the older design that in my opinion had some design issues.

 

Jimbo, are you running the SLP single cold air kit or the one with the dual airbox setup like on the Firehawks? With your current setup, assuming a driveline loss of 20% you're running about 427 flywheel horsepower. Really good for a 350. I'm wondering, if you used the SLP dual cold air setup like on the Firehawks, and went for the 51010 cam instead of the Firehawk cam, do you think you can break the 450 flywheel horsepower mark?

 

I'm running the single cold air intake, but when I did the 2nd round of dyno runs back when I still had the twisted wedge heads on the car I did a run with the cold air system in place, and one with a single filter element attached directly to the throttle body and did not see any appreciable difference. I decided not to use the dual intake package because I really didn't want to have to relocate the battery back to the trunk. I also considered the 51010 cam, but would have had to run a lower rear gear and a considerably looser torque converter to make any real difference. In addition, that cam was designed for an engine with more extensive internal engine modifications, and one of my big criteria was that the car remain totally streetable, emission legal, and get fairly decent gas mileage. As far as the flywheel horsepower, the dyno operator had some tables with typical drivetrain loss through various transmissions and calculated at the time that I was probably making 405-410 flywheel horsepower. At this point I am concentrating my future modifications on suspension modifications and upgraded brakes...the car goes plenty good, now I want to make it handle and stop better.