I don't have a pic handy but the SLP T-RAM intake the shiznit! I am interested in any skematic dramings, theory of operation info, or power figures on these manifolds. Does anyone have anything like this on these unavialible ledgends of the past?


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CAR: 1987 Iroc-Z28, 5.7L TPI, 700R-4, what option doesn't this thing have?, 99,XXX miles.
MODS: Flowtech ceramic headers, 3" Rhino H.F. cat and cat-back exhaust, !AIR, AFPR W/gauge, all freebies, and a maxed out alpine stereo system
HISTORY: Never, ever, turned down a race w/a mudstain!
Goal: 12's

 

Here is a pic of my 92 Firehawk.....I WISH

http://www.firebirdgallery.com/3rd%2...s/92fk12.2.jpg

 

That's a great pick JR, thanks. I am just confused as to what goes on inside of that manifold? I figure it must either be a plenum expansion or runner extension?? Is this right???

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CAR: 1987 Iroc-Z28, 5.7L TPI, 700R-4, what option doesn't this thing have?, 99,XXX miles.
MODS: Flowtech ceramic headers, 3" Rhino H.F. cat and cat-back exhaust, !AIR, AFPR W/gauge, all freebies, and a maxed out alpine stereo system
HISTORY: Never, ever, turned down a race w/a mudstain!
GOALS: A degree and some 12's

 

I can ask my friend tonight about it.
He has one on his 90 Formula 350.


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WS6 Trans Am.

View My Ride @ thirdgen.org

 

Its almost like a dual Mustang intake. The air come in from the front. Then out to the outer plenum boxes and then down into the runners. Its been refered to before as in inside out version of a normal TPI intake. The fuel rail is not needed as it is built into the intake. If you opened up one of the plenum boxes you would see that the air comes in from the middle and then split right and left to go to each pair of runner openings.

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-Tas
'89 Formula WS-6

305, TBI, 700R4, P.A.W. 14x3 open element with K&N, Milodon 160* thermo, functional Formula hood, cross-flow Flowmaster, '99z28 rear pipes and tips, Hooker 1-5/8" 50 state legal headers, Dynomax 3" I pipe (PN 44063 and 43248)
Super GRK_Taz World
F-Body Dual Exaust
EFI & Intake Options

 

Ive seen one in person down at Atco Raceway. It was pretty interesting to look at. Even better, it was on a late 80's Z28, and had stickers on the car sayin "Z28 Firehawk". Well, the kid didnt know too much about it, and only ran a 15.xxx... weather he couldnt drive I dunno, but I wasnt all that impressed.

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92' White Trans Am Convertible, 305 TPI, 5 spd. 2:73's, Edelbrock TES, Accell 8.8's, Hypertech Stage II, TPIS Air Foil, Ported Plenum, K&N TB Cone Filter, AFPR, & A Little Bit Of Attitude!
-Best ET: 14.944 @ 93.11

88 Gunmetal GTA Hardtop... Project In The Works!

"GUYS, WE NEED TO FIND A MUSTANG TO RACE... THERES ONE! HOLY SH*T SHES HOT! SHES NOT GONNA GO... NAH... HOLY SH*T SHES GOIN!"

 

I have been told they are the perfect compromise between high hp plenums and LTR high torque setups.

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1992 Formula 350
-SLP 1 3/4 Headers
-Ported Plenum, Polished w/ polished runners
-Airfoil and other small bolt on mods

 

you wont get nnymore potential out of the t-ram than the super ram.the t ram was developed before the superramand to spend a lot of cash to get one just to be different isn't cost effective

 

http://communities.msn.com/Firehawk/...hoto&PhotoID=1
http://communities.msn.com/Firehawk/...hoto&PhotoID=2
http://communities.msn.com/Firehawk/...hoto&PhotoID=3
http://communities.msn.com/Firehawk/...hoto&PhotoID=4
Don't have drawings but how about pics.
I can measure if needed.
For those interested.
Later,
Steve

[This message has been edited by Steve87Pont (edited December 09, 2001).]

 

Interesting pics, especially the third one. So, tell me again why people grind down the 'EGR wall' at the front of the TPI plenum.

 

This is my first try at posting pictures, but if this works it will show an illustration of the air-flow from the original brochure.
http://www.firehawk.org/picturelist.html?ID=1207
EDIT:Ok forget the picture. Just follow the link and click the one that says Inside Right.

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91 Z28 1LE 5.7 automatic
SLP 1 3/4 headers, Random Technology cats, Borla exhaust, Accel 24lb injectors, Accel 8.8 wires, Hotchkis STB, Pirelli P7000 Super Sports P245/50ZR 16, Pioneer DEH-P4300 CD Player
More to come...

[This message has been edited by LeftTurn1LE (edited December 10, 2001).]

[This message has been edited by LeftTurn1LE (edited December 10, 2001).]

[This message has been edited by LeftTurn1LE (edited December 10, 2001).]

 

Hmmm that's definately not it.

EDIT: It seems to work now. You will either see the correct picture or a pink Honda.

[This message has been edited by LeftTurn1LE (edited December 09, 2001).]

 

I definitely see a pink Honda.

 

i saw the honda

 

holy crap, definitly not a wet nitrous friendly manifold for sure. dont those runners block a whole lot of air flow?

 

EDIT: That didn't work either. If you right click, then go to properties, copy the adress, then paste it should show the right picture.

[This message has been edited by LeftTurn1LE (edited December 09, 2001).]

 

Awesome pics Steve.

 

Man it looks like the runners themselves would be an air restriction.

Hmm.

 

I get how it works now, you guys are right though; looks like a big flow restriction from those runners. Thanks for the help

 

The big advantage the T-RAM intake has over a shortened runner tpi system like the Superram from Accel, is the air entry angle into the head. Air does not like to go around bends, especially sharp ones. If you look at a stock tpi intake manifold, the air has to make a sharp turn into the head. This limits the cfm that this intake will support. The T-RAM design has a slow gentle curve for the whole runner length and has a perfectly straight shot into the head. This is the exact design principle the LS-1 intake manifold uses. The only difference is that the LS-1 runners bend to the opposite side and the T-RAM bends back to the same side and thus requires a separate plenum for each bank, whereas the LS1 uses a common plenum. This design gives you the benefits of a tuned intake runner with much better breathing on the top end and thus more HP. Look at the design of a tall tunnel ram and it operates on the same idea. This is the same idea that makes a "high rise" dual plane manifold work better(more HP) at high rpm, air has a straighter shot to the intake port of the head.