I'm asking this cause i'm low on cash and cant really afford another 300 buck item.

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89 FORMULA 350 Edelbrock Cat-Back March Pulleys
Accel Cap ,Super Coil SLP Airfoil K&N Filter 180 stat , Fan Switch
Taylor 8mm Spiral Pro,TB Bypass ,Energy Sus bushings ,Hotchkis STB ,MSD 6AL ,Edelbrock TES's ,Hi Flo Cat ,Crane AFPR ,Shiftkit w/Hurst lockup ,1/4 time 14.2@98

 

depending on your aspirations of what your wanting your car to do, is limited by how much air you can pass into the plenum. the stock 48mm (650cfm) seems to fair well. but in a truely performance aspect the bigger 52mm (750cfm) usually wakes up the throttle power curve. but remember that the more air you try to digest the more fuel is needed. and if the fuel curve isnt in the chip, your system will lacking in power. for heavily modified engine cases the 58mm (1000cfm) throttle body in just that, lopey cams, high compression ratios and gears. if you have the modified tpi setup you can always attach the 52mm later. its not a have to right now part. only thing to understand that induction isnt only the manifold, the heads, cam profile and compression all make sense when combined for a purpose.
airdeano

[This message has been edited by airdeano (edited October 19, 2000).]

 

I just know the 350 RamJet and 502 one from GM have a 48tb and they seem to do fine. i guess i'll see what happens

 

ummm they use the 75mm single barrel throttle body.
airdeano

 

The new GM 502 crate motor uses a stock L98 48mm throttle body.

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jim,
you are correct, i was wrong about the 502
ram-jet it is an lt1/4 throttle body (48mm)
airdeano

 

Been re-reading Lingenfelter's book lately. Seems the reason he designed the SuperRam manifold with the funky layout is: at higher engine speeds the stock plenum has a hard time getting air to the front(passenger-side) runners. The air has to make an almost 90 degree turn to get from the TB to the frontmost pair of runners(not good). He kinda solved that problem by forcing the air to make a sharp turn to the rearmost runners. This probably creates a restriction(I don't know for sure, I'm not an airflow whiz), but it would equalize the airflow to all eight runners(very important). By my weird way of thinkin', it would appear that the stock TB may not be the restriction the aftermarket makes it out to be. Could be the best solution would be to have the runners all draw air from nearly the same place on the sides of the plenum. Move the driver's side runners forward, and the passenger side's back. Course lacking a foundry, a flow bench and a healthy R&D budget, I'll just have to file this under "Unproven Kooky Ideas".

Just for clarification, according to GMPP press releases:

The Ramjet 502 uses a stock L98 TB. Again this may be wierd thinkin' on my part but: for the cost of the Ramjet 502(around $8000 U.S., last time I looked(drooled)), and the amount of custom parts on that motor, I would think GMPP could easily have whipped-up a larger TB if they thought it would make a significat improvement.

The Ramjet 350 uses the LS1/LS6 TB. Probably packaging(more wierd thinkin') as the plenum is quite narrow, and using the L98 TB(if it could fit) would probably hurt flow due to the close proximity of the TB blades to the side walls of the plenum.

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