Superram miniram and Ramjet
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From: Esquimalt BC
Superram miniram and Ramjet
well i know i want one of the three.. should i just wait a bit longer till substantial testing is done on the ramjet to see if it is much better than either of the two other options?
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From: In the corner of my mind!
Car: 1989 TTA #1240
Engine: 3.8 SFI turbo
Transmission: 2004r
Axle/Gears: 3.27
from what i read the ramjet isn't a high performance manifold compared to the miniram and accel super ram the only thing that intake had going for it was that it bolted to the vortec style heads now that tpis has developed the miniram 3 for vortec style heads it wouldn't make sense to go to a longer runner design for serious hp it also depends on what you want out of your car tourqe or horsepower stoplight to stoplight or a bruiser on the track
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87 trans am 350 L98 aluminum heads,LT4 hot cam,slp runners,headers,y-pipe,edelbrock base,hi flo cat,air foil,ported plenum,t-5 tranny w/centerforce clutch and a 3.27 9bolt,ads strip chip,relocated iat sensor,hollowed maf
14.10@97mph w/2.01 60' LOOKING TO TRADE?ANYONE
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87 trans am 350 L98 aluminum heads,LT4 hot cam,slp runners,headers,y-pipe,edelbrock base,hi flo cat,air foil,ported plenum,t-5 tranny w/centerforce clutch and a 3.27 9bolt,ads strip chip,relocated iat sensor,hollowed maf
14.10@97mph w/2.01 60' LOOKING TO TRADE?ANYONE
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Joined: May 2000
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From: Neenah Wi.
Personally I like the MiniRam but it is costly.If you look at the specs for the RamJet 350 crate motor,you will notice that it has a small cam,but with the Vortecs and that induction system it makes alot of HP.I would like to see what that motor would do with a bigger cam.
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Shoot Shoot!!!!!
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Shoot Shoot!!!!!
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Joined: Jul 1999
Posts: 327
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From: Stillwater, Oklahoma, USA
I went with the ram jet for a couple of reasons; 1)Not a whole lot of cars running around with the ram jet intake and 2) I can see the performance potential it has.
Look at the ram jet 350 motor. Small cam, vortec heads, and that thing has a MEAN torque curve. At 1600RPM it is already making like 370ft/lbs and it stays pretty flat the whole way peaking at 400ft/lbs. That motor has a lot of total torque. It couldnt do that with a POS intake.
How much different is it really from the mini ram? Well, the runners are about an inch longer and the plenum volume is a bit larger. Thats about it as far as design goes. I think this intake has a lot of potential, it just hasnt been tested or proven yet.
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L98, 3.27 9-bolt, Hooker shorty headers, custom 2.5inch Y-pipe, no cat, 3inch 2chamber flowmaster, JET AFPR, Ported MAF, Best ET: 13.86 @100mph. 1.99 60'
17 inch ROH "ZS" wheels. 17x8.5(front) and 17x9.5 (rear). Firestone Firehawk SZ50s. 245/45/zr17s and 275/40/zr17s. T56
On the way... Radar Blue 89 Formula, T56, Ram Jet 430, Ram Air, 17inch ROHs.
Look at the ram jet 350 motor. Small cam, vortec heads, and that thing has a MEAN torque curve. At 1600RPM it is already making like 370ft/lbs and it stays pretty flat the whole way peaking at 400ft/lbs. That motor has a lot of total torque. It couldnt do that with a POS intake.
How much different is it really from the mini ram? Well, the runners are about an inch longer and the plenum volume is a bit larger. Thats about it as far as design goes. I think this intake has a lot of potential, it just hasnt been tested or proven yet.
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L98, 3.27 9-bolt, Hooker shorty headers, custom 2.5inch Y-pipe, no cat, 3inch 2chamber flowmaster, JET AFPR, Ported MAF, Best ET: 13.86 @100mph. 1.99 60'
17 inch ROH "ZS" wheels. 17x8.5(front) and 17x9.5 (rear). Firestone Firehawk SZ50s. 245/45/zr17s and 275/40/zr17s. T56
On the way... Radar Blue 89 Formula, T56, Ram Jet 430, Ram Air, 17inch ROHs.
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Joined: Jul 1999
Posts: 276
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From: Livonia, Michigan USA
Car: '89 Pontiac Firebird
Engine: 5.7L
Transmission: 700R4
Axle/Gears: 10-bolt w/ 4.10 and Eaton Posi
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From: Annandale,NJ
I would love to see a MR vs RJ
in 1/4 mile if they had the same hp. I bet the RJ would win because as Formula Joe said of the flat torque curve, Also it a GMPP so therfore it is better then anyaftermarket IMO ;-)
in 1/4 mile if they had the same hp. I bet the RJ would win because as Formula Joe said of the flat torque curve, Also it a GMPP so therfore it is better then anyaftermarket IMO ;-)
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Joined: Jul 1999
Posts: 276
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From: Livonia, Michigan USA
Car: '89 Pontiac Firebird
Engine: 5.7L
Transmission: 700R4
Axle/Gears: 10-bolt w/ 4.10 and Eaton Posi
Well.. What do you want to know???
The intake manifold is a Weiand Stealth manifold, single plane RPM range 2000 - 6000.
Elbow is a Lignefelter elbow w/ twin 58mm bores.
The throttle body I have is a BBK twin 58mm setup.
I bought the fuel rails that came with the intake setup for an easier install...
All of these cost right under $1000... Like $900 and some change...
The only thing I have to do is use braided fuel line to the existing stock setup, and custom make a throttle bracket...
This is definite alternative to the TPI which is a torque monster... Before the swap I was pulling a 1.88 60' on stock suspension and steet tires, but the motor was killing itself before it got to the end of the quarter mile...
So was part of my solution to the Pain in the butt problem of sealing and installation of the SUperram, and the air flow distribution problem of the Miniram....
[This message has been edited by raven350 (edited June 21, 2001).]
The intake manifold is a Weiand Stealth manifold, single plane RPM range 2000 - 6000.
Elbow is a Lignefelter elbow w/ twin 58mm bores.
The throttle body I have is a BBK twin 58mm setup.
I bought the fuel rails that came with the intake setup for an easier install...
All of these cost right under $1000... Like $900 and some change...
The only thing I have to do is use braided fuel line to the existing stock setup, and custom make a throttle bracket...
This is definite alternative to the TPI which is a torque monster... Before the swap I was pulling a 1.88 60' on stock suspension and steet tires, but the motor was killing itself before it got to the end of the quarter mile...
So was part of my solution to the Pain in the butt problem of sealing and installation of the SUperram, and the air flow distribution problem of the Miniram....
<font face="Verdana, Arial" size="2">Originally posted by camaro6spd:
raven, why don't you give some more info on that intake. Look kind of neat oh yeah, because it has "no" plenum how will take effect the performance and what is the plenum for?</font>
raven, why don't you give some more info on that intake. Look kind of neat oh yeah, because it has "no" plenum how will take effect the performance and what is the plenum for?</font>
[This message has been edited by raven350 (edited June 21, 2001).]
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Joined: Mar 2001
Posts: 849
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From: MA
Car: 93 GM300 platforms
Engine: LO3, LO5
Transmission: MD8 x2
<font face="Verdana, Arial" size="2">Originally posted by PETE:
from what i read the ramjet isn't a high performance manifold compared to the miniram and accel super ram ...</font>
from what i read the ramjet isn't a high performance manifold compared to the miniram and accel super ram ...</font>
https://www.thirdgen.org/messgboard/...ML/002704.html
I wrote the following, and note the last paragraph:
<font face="Verdana, Arial" size="2">The Ramjet intake manifold is essentially the lower portion of the LT1-type alum intake manifold, which portwise mates to the iron and aluminum LT1 heads, and to the iron L31 Vortec heads, coupled to a larger taller plenum (air box). I am talking about the intake ports matching the ports in these heads, and I am NOT referring to the cooling flow ports. That is why I said LT1-type alum intake, because that's where GM started.
I haven't looked inside a Ramjet to check the runner length (maybe someone can), but the std LT1 intake runners (incl the head path) are around 3" long. The Ramjet MAY have extended the length of the runners within the manifold, and that would help engine filling, and hence torque.
The Ramjet manifold also has a large air plenum to reduce the intake air friction and loss due to unwanted vortcity (as compared to the smaller plenum volume LT1 intake), as well as providing the room for slightly longer intake runners.
Lastly, the tall plenum allows the Ramjet intake to cosmetically resemble the tall fuel injected Ramjet (Rochester) intake manifold from the 1957-1965 Corvette 283-327 engines.
Note that the Ramjet engine uses a very mild cam (196/207 deg i/e with something like .450 valve lift) and yet it makes 350 hp and 400 ftlbs, both at very moderate rpms. GM was able to get that much out of such a low-lift mild-cammed engine because (a) the heads flow so well, and (b) because the intake manifold is vastly improved over any of the L99/LT1/LT4 intakes. The *best* LT1 and LT4 engines, each having cams warmer than the Ramjet, were 300 to 340 hp and 340 to 350 ftlbs, so it should be clear that the Ramjet manifold is what allows about the same hp and much better torque even with a milder cam. FWIW. - Ken </font>
I haven't looked inside a Ramjet to check the runner length (maybe someone can), but the std LT1 intake runners (incl the head path) are around 3" long. The Ramjet MAY have extended the length of the runners within the manifold, and that would help engine filling, and hence torque.
The Ramjet manifold also has a large air plenum to reduce the intake air friction and loss due to unwanted vortcity (as compared to the smaller plenum volume LT1 intake), as well as providing the room for slightly longer intake runners.
Lastly, the tall plenum allows the Ramjet intake to cosmetically resemble the tall fuel injected Ramjet (Rochester) intake manifold from the 1957-1965 Corvette 283-327 engines.
Note that the Ramjet engine uses a very mild cam (196/207 deg i/e with something like .450 valve lift) and yet it makes 350 hp and 400 ftlbs, both at very moderate rpms. GM was able to get that much out of such a low-lift mild-cammed engine because (a) the heads flow so well, and (b) because the intake manifold is vastly improved over any of the L99/LT1/LT4 intakes. The *best* LT1 and LT4 engines, each having cams warmer than the Ramjet, were 300 to 340 hp and 340 to 350 ftlbs, so it should be clear that the Ramjet manifold is what allows about the same hp and much better torque even with a milder cam. FWIW. - Ken </font>
The Miniram improves upon several problems of the stock TPI (deficiencies like shorter runners, small runner cross section), but it also doesn't greatly alter the plenum volume over the stock TPI and that in turn will mildly prevent it from breathing as well at high rpms.
It's my guess that the Ramjet manifold is better than the Miniram, but not quite as good as the Superram, based on the above and assuming that these three manifolds were used on an engine with heads that match the manifolds, and if all three used the same cams. I'm still not even sure that would be a perfectly fair comparo because the heads for the Ramjet would be different than the ones that could be used on the other manifolds.
The GM part lists at $367 for the manifold alone, and I think the other two are much higher in cost... but to do this right you'd have to look at ALL the costs involved and I don't have that info. That said, if the Ramjet were significantly less expensive than the other two, then it would be the one I'd pick. IMO. - Ken
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Joined: Jul 1999
Posts: 276
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From: Livonia, Michigan USA
Car: '89 Pontiac Firebird
Engine: 5.7L
Transmission: 700R4
Axle/Gears: 10-bolt w/ 4.10 and Eaton Posi
weiand stealth is $260
Elbow $250
BBK 58mm Throttle body $300
Fuel rails $150
Total for my setup $960
And that is WITH a new throttle body...
It does sit about 3" higher though than a stock stup...
Elbow $250
BBK 58mm Throttle body $300
Fuel rails $150
Total for my setup $960
And that is WITH a new throttle body...
It does sit about 3" higher though than a stock stup...
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Joined: Jul 1999
Posts: 4,310
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you can do a cheaper version of what raven did with a 454 TBI minus injectors and a TBI to carb adapter. then you can run a cool round open element 
put a cowl hood over it and you're smokin.
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-Tas
'89 Formula WS-6
305, TBI, auto, 14x3 chrome flat based open element with K&N, Milodon 160* thermo, functional Formula hood, cross-flow Flowmaster, '99z28 rear pipes and tips....
Soon to be installed:
Hooker 1-5/8" 50 state legal headers, Dynomax 3" I pipe (PN 44063 and 43248), Catco 3" cat, and injector spacer.
Super GRK_Taz World
F-Body Dual Exaust
EFI & Intake Options
AOL IM: superGRtaz
put a cowl hood over it and you're smokin.------------------
-Tas
'89 Formula WS-6
305, TBI, auto, 14x3 chrome flat based open element with K&N, Milodon 160* thermo, functional Formula hood, cross-flow Flowmaster, '99z28 rear pipes and tips....
Soon to be installed:
Hooker 1-5/8" 50 state legal headers, Dynomax 3" I pipe (PN 44063 and 43248), Catco 3" cat, and injector spacer.
Super GRK_Taz World
F-Body Dual Exaust
EFI & Intake Options
AOL IM: superGRtaz
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Posts: 113
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From: St.Pete, FL.
Car: 92 Camaro
Engine: 406 sbc
Transmission: T56
Axle/Gears: 9" ME with 4.56 gears
I wouldn't go with the mini ram for one main reason.you have to rev the car up to 4000 rpm to get any power. I have a super ram and it gets gets all of its power from 3000 to 6000 rpm.it gets a little anoying always having to down shift to get in the power band. We were disgusing the vtech and how you don't drive at 7000 rpm so, what is the use unless you mainly drag race. I would get some thing that has a lower torque band. If the stock tpi wasn't so restricktive I would use that. look at my web site
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www.geocities.com/camaro1j/myz28.html
406
accel supper ram
6000 rpm Hyd roller cam
afr heads
spohn torque arm and crossmember
t-56 trans, [wier racing bellhousing and hydrolic throwout bearing]
9" ME rearend 3.91 Gears
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www.geocities.com/camaro1j/myz28.html
406
accel supper ram
6000 rpm Hyd roller cam
afr heads
spohn torque arm and crossmember
t-56 trans, [wier racing bellhousing and hydrolic throwout bearing]
9" ME rearend 3.91 Gears
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Joined: Mar 2000
Posts: 131
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From: London, Ontario, Canada
Car: '87 IROC
Engine: L98
Transmission: TH700R4
<font face="Verdana, Arial" size="2">Originally posted by camaro1j:
I wouldn't go with the mini ram for one main reason.you have to rev the car up to 4000 rpm to get any power. I have a super ram and it gets gets all of its power from 3000 to 6000 rpm.
</font>
I wouldn't go with the mini ram for one main reason.you have to rev the car up to 4000 rpm to get any power. I have a super ram and it gets gets all of its power from 3000 to 6000 rpm.
</font>
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From: helldon, fl
Car: 87 trans am GTA
Engine: tesla permanent magnet
Transmission: 93 T-56
Axle/Gears: moser 12bolt w/ 3.73
i'm not so sure about having to "down shift with a superram" my car has plenty of low end power but "hits harder " around 3k and pulls clear to 6200 for me. i think depending on vehicle weight and combo all three are good intakes that ram jet 350 makes good power even with the dinky cam they put in at the factory.
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87GTA ,10.5:1,4-bolt 355,afr 190's, super ram ,stock poerted base,58mmTB,24 lb FMS inj. ed wright chip, .510/230 (nr) 1&5/8 hooker shorty's, flow master single 3", 2800 ameri-torque non lk-up, 3.73. best to date with stk 48mm tb and lack of traction in 1st gear netted me a 12.9 @110mph
/91 TA daily driver LB9 A4 2.73,
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87GTA ,10.5:1,4-bolt 355,afr 190's, super ram ,stock poerted base,58mmTB,24 lb FMS inj. ed wright chip, .510/230 (nr) 1&5/8 hooker shorty's, flow master single 3", 2800 ameri-torque non lk-up, 3.73. best to date with stk 48mm tb and lack of traction in 1st gear netted me a 12.9 @110mph
/91 TA daily driver LB9 A4 2.73, 
Junior Member
Joined: Mar 2001
Posts: 47
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From: Fairfield, California, USA
<font face="Verdana, Arial" size="2">Originally posted by IrocNround:
GTA,
I belive the new CHP has an article on the miniram III. Id like to get one...nice and neat!</font>
GTA,
I belive the new CHP has an article on the miniram III. Id like to get one...nice and neat!</font>
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