If I was to "attempt" to build a turbocharged engine for a 90 Formula Firebird, would the Accel set-up be the way to go? Or would it be better to go with a TPIS Mini-Ram? Will the Super-Ram be able to support 7000 RPM under boost? I know the Mini-Ram will.

I know that a larger plenum works better in a forced induction application, so Im kinda leaning towards the Super-Ram.

Also, can either one of these intakes be ported to a 1206 or 1207 intake gasket? Will Extrude Honing make a big difference? Will the Super-Ram leak past the plenum-to-runner and runner-to-base gaskets under boost?

I've heard that the Mini-Ram has some type of airflow distribution problems in a forced induction application. Is this true? Can anyone E-mail me documentation to prove or support this?

I know Im asking a lot of questions, but any answers or suggestions would greatly be appreciated.

Thanks...

 

Jaydub - I'm happy with my Super Ram. Once you get past the royal PITA install (I had to remove 2 rockers) it is very nice, and keeps the tremendous torque down low, and allows high rpm breathing. On a forced induction car, the intake design isn't nearly as critical as on a NA vehicle (since you have pressurized air making up for it).

Mini ram seems better for NA and nitrous applications, since under high boost, it does have distribution problems. By welding a baffle in the intake, it'll solve that problem, but most folks want a ready to go solution.

FWIW, on the new motor, I'm ditching the SR, and going with an injected single plane intake. Simple, easy to install, cheap, and makes all the power ya need. Torque won't be as great down low, but there is plenty to spare



------------------
Andris Skulte
Skulte Performance Designs
Z28tt-89 IROC T56 DFI Twin Turbo
http://www.skulte.com

 

I never had fuel distribution problems with my Mini-Rammed 383", S-trim, DFI combo. Go to www.unlimited-racing.com and see the 9.0 second IROC with a Mini-Ram and a Vortech. You decide.

------------------
1989 T/A, 400" CNC Bow-Tie tall-deck, JE 8.5:1, Eagle 6" rods, Crower roller cam, AFR heads, Accel Pro-Ram intake, 1200-cfm t/b, DFI, 72# inj., S/X fuel system, HRC T76 turbosystem, NOS 150-hp dry fogger, TH400 w/GV overdrive, 12-bolt w/3.70's, Baer Track brakes, 18X9.5 wheels, P275/35ZR18 Nittos, Spohn suspension, S/T springs, KYB AGX shocks/struts, Corbeau Targa RS seats, TeamTech 5-point harnesses, Sparco steering wheel, MacEwen white gauge overlays, Phantom gauges/tach, B&M Pro Stick w/carbon-fiber ****, REAL carbon-fiber dash/console kit (don't ask), S&W 8-point rollbar, Lonza aluminum pedal covers, Pioneer/Boston Acoustics stereo system, filled side markers, Audi clear fender marker lights, custom clear front turn signals, custom clear taillights, IMSA-style cowl hood (don't ask), custom medium Intense Blue pearl paint, tinted glass. Whew!

Best ET w/383" S-trim: 10.796 @ 125.8 mph
Best ET w/400" turbo, nitrous: Summer 2001

Member of Midwest F-Body Association www.mfba.org

 

I wish they had some more info and pics on that iroc, it sure does fly.

 

What is this distribution problem I always here when someone mentions the miniram?Old wives tale or what?Wheres the info to back it up?I here distribution problem and no one tells their source.Im just want to know who started this rumor

 

I've heard it from two folks running 10+ psi on their mini rams, as well as TPIS telling them to weld in a diverter plate. The problem seems to be flow distribution. The high velocity of air rushing through the throttlebody goes straight back, hits the back wall, and goes into the last 2 cylinders. This leans them out. If you raise fuel for those, the front two are rich. The solution as told by TPIS was to install a baffle to force more air into the front two cylinders. Another fix would be to get an Accel VIC, and richen up the individual cylinders as needed. The only drawback to this is that a few cylinders would be making more power (since they have more air and fuel) and the engine would not be perfectly balanced. I have the emails saved at home from one of the guys (Mike Gove, from Boston, who had a Super Ram, sold it to me to buy a mini ram, had problems which both TPIS and Turbo People said to fix or ditch it, and ended up buying another new super ram. He's got a pro-charged 91 vette, running around 120 mph I think...) Since I don't have a mini-ram myself, I can't speak, but from these folks experiences I don't doubt it. I can dig up the emails if you guys would like to see them. Just my two cents...

A.

 

i have super ram on my boosted motor it works
great


check out my simple page at:
http://darcom.home.texas.net/

 

I know 2 people here running it.Guido and GMIFast.What do you guys see if anything?

 

Thats what I wanna know!!!

 

Do you have undercar pics? Id like to see how you ran your "dual" exhaust. If so, email them to me please!

 

Well, Ive heard the same things from TPIS. I called them about this a while back when Andris mentioned it and they suggested the deflector plate. It sounds bogus but I guess its the real thing.

But it still makes me wonder, if a superram plenum can be pressurized, why cant a mini ram in the same way? Or for that matter, an LT1 intake? What is the diff between miniram and LT1/LT4? There are guys knocking on the 8 second door with LT1/4 intakes running mad boost. Seems to me if it works for them, then the mini ram would be the same.

 

The plenum is supposed to act like an air resevoir. As each valve opens, air flows down from the plenum. If the plenum volume is too small for the volume of air going through, it will no longer act like a resevoir, since the air is rushing through like a river instead of a lake. Plenums were designed more as static resevoirs of air, rather than flowing rivers (dunno if that analogy works). Once major flow begins, the runners have to *pull* air down from the moving mass, rather than just have the air fill the runner. This change of direction takes some energy out, and as a result, will have slightly less air (i.e. richer). The last two runners in the mini-ram are right at the end of this mass flow. They get the ram-air effect from the air shooting back from the throttlebody, and run leaner. To figure it out, it would be very interesting for someone to model it with a CFD program, compared to the TPI, LT1, and Super Ram intakes. Tiny details can make a major difference in flow. I haven't heard of this issue with LT1's, but they might have a small ridge in front of the last two, or something else to equalize the flow. That's my take on the situation.

Andris

 

sorry i dont have pics of under my car yet
but i can tell you about it.
i run headmad headers part #68460 whin i bought
these the instructoins said they would not fit
with the 700r4 tranny only the th350.
but they fit my 84 z28 just fine,i recomended
these to a friend who has an 90 z28 and we found
that they did not fit becouse the front frame
next to the tranny was larger than my 84s.
as for the rest its 3' pipe that runs past the tranny
then curves to run along the stock location.
were it mounts to two flowermaster mufflers.
it was a task geting it to fit just right over
the rearend but i welded the pipes togeather
to form a tight bond and dented the pipes
so they would not rub.
this set up only ran me about $400.
with me doing all the labor

 

I have a super-ram 383 with NOS that works great..probably work good under presure as long as the installation is tight.

 

I believe the discussion of the differences between the LT1/Mini-Ram were discussed some time ago on the tech board or maybe it was the TPI board. So you may want to make a quick search.

------------------
89 IROC-Z 350 TPI

-Flowmaster Catback
-Performance Resource Chip
-700R4 (Rebuilt) Too much done to actually list
-K&N Airfilters
-Ported Plenum
-2.77 Gears (not much to brag about but eh, its there)
-MSD 8.5 mm plug wires
-Gutted cat
-!AIR