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Topic Review (Newest First)

  • 02-15-2014, 07:09 PM
    sunkisst
    This is why I hired Foxwell to "Do my junk."
  • 02-15-2014, 04:19 PM
    scott foxwell
    Quote Originally Posted by TNYoungblood View Post
    10.7:1 pump gas 540 made 823 ft lbs of TQ and 909 HP. Edlebrock Victor ram and 2 QF 750s.

    Broke 2 dynos

    Just sayin

    LMAO
  • 02-15-2014, 04:19 PM
    scott foxwell
    Quote Originally Posted by gn7 View Post
    I think this is a can worms. Just taking the current top 3 rated T rams, (not including the latest Edlebock) it would probably be the Sniper, Victor and Dart.
    I have seen the Dart make more than the Victor with the same carbs, in near out of the box state, and I have seen the reverse. I could be all wet, but I think sometimes it comes down to plenum volume and runner cross section, and the engine its sitting on. CID, cam, and heads.
    The Sniper is kind of the odd man out due to the port configuration. Its a large oval, and it may not me fair to compare it back to back with the other two one the wrong heads, and vice versa.
    Steelcomp opened up a set of Sniper heads and increased the size and flow, and matched it to a early Weiand Pro Ram if I am not mistaken. If you are running Sniper heads, then I think you either work the heads, or run a Sniper manifold.

    How well do they compare to previous T rams? I think it depends on the build. I doubt you would see much from a out of the box Victor on a flat tappet solid 454 with rect heads over a Weiand Pro Ram. A oval port hyd flat 468 might be happiest with a Weiand Hi Ram.

    For all out crush em, sky is the limit, reworked T ram, I think the Dart has a slight edge, but that's JMO.
    First thing I look at is the area of the runner opening. Shape is not that big of a deal as long as if there is a transition form one shape to another, it's done gradually and consistently.
    Second thing I look at is the runner length, shape and configuration. Things like the approach angle to the head, where the runner sits in the plenum, how it's shaped, rate of area change, etc. Next thing I look at is the plenum...unless it's so out of date that the other things are really irrelevant.
    The Dart was basically Maskin's idea of a poor man's sheet metal intake. Most of it's features (like the plenum design and flat top) came from his pro stock experience. The runners are small, however, and between it and the Edelbrock Victor Ram, most guys I know will choose the Victor. Like all Dart intakes, the TR needs a lot of work. The Victor, like most Edelbrock intakes, seems to just work. The Profiler is a good design with nice runners, nice plenum design, just real big. Great on BIG engines or 550-560ci engines turning well into the high 7's and 8's. I got a call from Profiler this week and was given the port dimensions and the opening in the plenum is in the 5.4 sq in area. By my own intake design program, and I know there are way more ways to skin a cat but I know what has worked for me, I'd like to see a Profiler type design with runner openings in the 4.9-5.0 sq in area. That would be a little big for something like a 6500rpm 540 but spot-on for a 7000rpm 565. Again, that's JMO and what I know has been working for me. The problem with most current BB Chev. TR's is there has to be some amount of taper in the runner and when the port opening at the heads is over 5 sq in., well, you really have no choice but to make the opening in the plenum that big. That's just a carry over form the traditional rect. port that GM designed. I know there is one cylinder head company who is working on a complete re-design of all that, including new intake manifolds.
  • 02-15-2014, 03:44 PM
    bp298
    Quote Originally Posted by gn7 View Post
    I thought you were smarter than this Bubbletop. He proved NOTHING! He sure hell didn't prove he hit point zero return. I am very disappointed in your self proclaimed carb knowledge.

    BP, the 950 is nothing more than a 750 body sitting on a 850 base. Kind of the flip of a 830.
    It flows LESS than a 850. Demons are known to flow slightly more than Holleys of the some venture and throttle blade. The newest Ultra HP 950 is different and does flow more than the 850s, specially the standard 4150 850 , and the HP 850. But the older 950 HP flows LESS than a standard off the shelf 4150 850. So in effect, you went slightly backwards form the Demons. It worked as well as it does, because the 950 has excellent throttle response, maybe gave you a tad more on low end, and it has excellent fuel atomization.
    we knew that before we did it. we didn't do that test to see if performance would be better. there were other issues and we wanted to see if the issues were the same with the holley's. they were. worked it all out after that season.

    I also doubt that the demons got me to a "point of zero return". what going from 750s to 850s did do was pick up 25hp. going to 1050s may have resulted in more, but from a CBA perspective, it was certainly worthwhile at the time. and if I can squeeze one more year out of 'em, I may make another change to something else next year.
    the tunnel ram I had at the time was an RFE. the tunnel ram I have now is a dart. massaged by WM based on flow numbers they obtained through my CFE BMF's.
  • 02-15-2014, 03:33 PM
    PS&B1
    Quote Originally Posted by gn7 View Post
    I think this is a can worms. Just taking the current top 3 rated T rams, (not including the latest Edlebock) it would probably be the Sniper, Victor and Dart.
    I have seen the Dart make more than the Victor with the same carbs, in near out of the box state, and I have seen the reverse. I could be all wet, but I think sometimes it comes down to plenum volume and runner cross section, and the engine its sitting on. CID, cam, and heads.
    The Sniper is kind of the odd man out due to the port configuration. Its a large oval, and it may not me fair to compare it back to back with the other two one the wrong heads, and vice versa.
    Steelcomp opened up a set of Sniper heads and increased the size and flow, and matched it to a early Weiand Pro Ram if I am not mistaken. If you are running Sniper heads, then I think you either work the heads, or run a Sniper manifold.

    How well do they compare to previous T rams? I think it depends on the build. I doubt you would see much from a out of the box Victor on a flat tappet solid 454 with rect heads over a Weiand Pro Ram. A oval port hyd flat 468 might be happiest with a Weiand Hi Ram.

    For all out crush em, sky is the limit, reworked T ram, I think the Dart has a slight edge, but that's JMO.
    yeah, Exactly what I "thought" I run a 1981 on a 461ci PUMP gas deal, In the late eighties this same engine had a pair of C&J worked 650 dps and it ran good for many many years....

    TODAY the SAME engine runs with a set of stage5 BIGS hp 950s and it runs great!
    Its better on the Bottom than the 650s, But I think its a little Fat on top compared to the 650s.
    I think its the setup that matters, AS YOU KNOW it's all in the set up.
    I do however believe the weiand is more suited for OVALS than a Dart! just never compared them.
  • 02-15-2014, 03:17 PM
    gn7
    Quote Originally Posted by TNYoungblood View Post

    Broke 2 dynos

    Just sayin

    LMAO
    That's quite a feat. I don't think Warren Johnson or Greg Anderson can make that claim.
    Did they charge you for that?



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  • 02-15-2014, 03:11 PM
    TNYoungblood
    10.7:1 pump gas 540 made 823 ft lbs of TQ and 909 HP. Edlebrock Victor ram and 2 QF 750s.

    Broke 2 dynos

    Just sayin

    LMAO
  • 02-15-2014, 03:10 PM
    David 519
    Quote Originally Posted by gn7 View Post
    Quickjet settle this years ago. ANY BBC, of ANY size, with ANY compression, ANY head, and ANY camshaft, will run better with ANY tunnelram, and ANY carbs
    Not quite, Bob. This is true ONLY if the carbs are Doms AND if the TR is polished... Also, custom painted scoop helps too....

    Also, not wanting to get in the middle here, but I've driven Bubbletop's Cole, it's very fast and gets run a lot. Not quite King of CFW fast, but would handle most of the second tier CFW boats if that was his thing....but it's not. Would it be faster with Doms? Probably a couple tenths in the quarter but he's not racing it, so why bother? His boat is perfect for what he wants and what he uses it for. Personally I wish I could be so reasonable about my boat but I can't seem to get this go-fast racing monkey off my back...

    Carry on all.... I'm out!!
  • 02-15-2014, 02:57 PM
    gn7
    Quote Originally Posted by PS&B1 View Post
    Seriously.... looking at the differences between 1981 ,1985, dart, profiler? Not looking at Marcella or Hogans.... just the regulars so to speak.
    FYI I realize the carbs make the BIG difference..... I am only talking TUNNELRAM differences!
    HP differences? Dont care about volume, Carbs or lifters.

    Notice I said BIG difference...lol
    I think this is a can worms. Just taking the current top 3 rated T rams, (not including the latest Edlebock) it would probably be the Sniper, Victor and Dart.
    I have seen the Dart make more than the Victor with the same carbs, in near out of the box state, and I have seen the reverse. I could be all wet, but I think sometimes it comes down to plenum volume and runner cross section, and the engine its sitting on. CID, cam, and heads.
    The Sniper is kind of the odd man out due to the port configuration. Its a large oval, and it may not me fair to compare it back to back with the other two one the wrong heads, and vice versa.
    Steelcomp opened up a set of Sniper heads and increased the size and flow, and matched it to a early Weiand Pro Ram if I am not mistaken. If you are running Sniper heads, then I think you either work the heads, or run a Sniper manifold.

    How well do they compare to previous T rams? I think it depends on the build. I doubt you would see much from a out of the box Victor on a flat tappet solid 454 with rect heads over a Weiand Pro Ram. A oval port hyd flat 468 might be happiest with a Weiand Hi Ram.

    For all out crush em, sky is the limit, reworked T ram, I think the Dart has a slight edge, but that's JMO.



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  • 02-15-2014, 02:11 PM
    PS&B1
    Quote Originally Posted by gn7 View Post
    Quickjet settle this years ago. ANY BBC, of ANY size, with ANY compression, ANY head, and ANY camshaft, will run better with ANY tunnelram, and ANY carbs
    Seriously.... looking at the differences between 1981 ,1985, dart, profiler? Not looking at Marcella or Hogans.... just the regulars so to speak.
    FYI I realize the carbs make the BIG difference..... I am only talking TUNNELRAM differences!
    HP differences? Dont care about volume, Carbs or lifters.

    Notice I said BIG difference...lol
  • 02-15-2014, 02:10 PM
    gn7
    Quote Originally Posted by bp298 View Post
    I don't know about dominators. but I can share my real world experience. for the first 6 seasons I raced, my 538 was a pump gas engine. first season, I ran 2 750s. we had dyno numbers, and it would run close enough to the et number that I won the njba championship. but I had zero margin, and chowchilla in july was a real struggle.
    between the first and second season, we added a moroso vacuum pump, changed the holley 750s for mighty demon 850s. went back to the dyno and picked up 48hp across the entire curve. the vacuum pump was good for 23hp. carbs 25. at one race, just for the helluvit, we made a pass, pulled the demons off and installed 950 holleys just to test - made absolutely no difference in performance. then reinstalled the demons.
    Quote Originally Posted by Bubbletop409 View Post
    Your test proved you reach a point of zero return. You went bigger and found power, you went even bigger and found nothing, so 850's were optimum for your deal. Mutt and Jeff will be along shortly to tell us why we are both wrong, standby.
    I thought you were smarter than this Bubbletop. He proved NOTHING! He sure hell didn't prove he hit point zero return. I am very disappointed in your self proclaimed carb knowledge.

    BP, the 950 is nothing more than a 750 body sitting on a 850 base. Kind of the flip of a 830.
    It flows LESS than a 850. Demons are known to flow slightly more than Holleys of the some venture and throttle blade. The newest Ultra HP 950 is different and does flow more than the 850s, specially the standard 4150 850 , and the HP 850. But the older 950 HP flows LESS than a standard off the shelf 4150 850. So in effect, you went slightly backwards form the Demons. It worked as well as it does, because the 950 has excellent throttle response, maybe gave you a tad more on low end, and it has excellent fuel atomization.



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  • 02-15-2014, 02:02 PM
    scott foxwell
    Quote Originally Posted by Bubbletop409 View Post
    Your test proved you reach a point of zero return. You went bigger and found power, you went even bigger and found nothing, so 850's were optimum for your deal. Mutt and Jeff will be along shortly to tell us why we are both wrong, standby.
    You really don't get it, do you. A 950 Holley doesn't flow any more than ~850cfm.
    Lets go back to your engine...your 600's were enough cfm for your engine, but bigger carbs made more power. Why?
  • 02-15-2014, 02:00 PM
    eric tx20
    in a month or so I will post some dyno numbers, just orderd a sniper tunnel ram, gary Williams is setting me up on carbs, 4150s, my motor is a 10.5-1 565 n/a with afr335 heads, it now makes 800hp at 6600 and 720tq at 5500 with a reher Morrison/victor intake and a G.W. 1050 dominator. I really hope it picks up 30-50 if not I guess I just spent a lot for cool factor!!!! oh well! if I spend it on boat at least Obama cant get it
  • 02-15-2014, 01:59 PM
    scott foxwell
    Quote Originally Posted by Bubbletop409 View Post
    So now you are all out of BS to spew so you resort to your usual DICKHEAD ways and take the high road. I never claimed to have a race boat, besides that my little lite weight flyer would be to the first pin before got that tub up on a plane. Maybe you should take a time out and go sit in the corner for a while, finish letting the steam escape from your ears before your head explodes, and learn to speak to people the way you would like to be spoken to, on second thought that may asking for a miracle.
    Now you're just full of crap, and you're no one to talk about insults...you've been dishing out your share of snide little remarks.
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