Dang Todd. I hate that for you. Allthough I no longer own an L98 car I still like em and may again one day. I was looking forward to it. Oh well, thems the breaks.

I get alot of milkshakes at work doing intake gaskets on GM 3.1 and 3.4 motors. I drain the oil, add new oil, run it till its warm, change the filter and oil then run it some more. I usually pull the PCV or oil filler cap to see if there is any steam coming out of the oil too. Its usually good after the 2nd time but I have had to do it as many as 3 times to get it all out.

 

Ouch, that could have been expensive research. Just be glad you looked down and noticed the temp. when you did. :rolleyes:

 

Ahhhhhh FUDGE!

Thanks god you caught it in time! Sorry the test did not pan out, but thankfully you were able to catch the mistake in time! :cheers:

I would just flush it through with fresh oil a few times. 3+ for good measures. I think you will be fine. :cheers: :sad: :banghead:

 

DAMN,I WAS LOOKING FORWARD TO THAT TEST!

just some info, paul bought that base intake seperate from the plenum from a differant source,
HOLLEY had just a FEW early production stealthram bases that were INCORRECTLY MACHINED on the cylinderhead mating surfaces, I don,t know if that base is one of them or the intake gasket might not have been sealed correctly...
HOLLEY has since gotten that base machining problem resolved, but just a few STEALTH RAM BASES did make it to the public, Im sure that if you contact HOLLEY they can make things right.IT WOULD APPEAR THAT PAUL MIGHT HAVE PURCHASED ONE OF THOSE EARLY PRODUCTION RUN BASES
contact Holley Tech Service at:
...............(270) 781-9741, fax: (270) 781-9772
Beach Bum
" On picking up 62 HP vs the TPI, I think the Miniram picked up like 90 HP on the TPI.... it just like the stealthram, passed the TPI at right around 4500-5000 rpm. But both gave up quite a bit of torque below 4500 rpm if I recall. "

while what you say is true your compareing apples and oranges because the HOLLEY test was cut off lower in the RPM RANGE than the MINIRAM test,the engines they were tested on were quite a bit differant, and as Im sure your aware the cam and heads used will have a huge effect on the results AND the EFFECTIVE RPM RANGE and I have seen other tests where the HOLLEY STEATH RAM made MORE hp FURTHER UP IN THE RPM RANGE PLUS after running both intakes on my 383 Im reasonably sure that BOTH INTAKES make SIMILAR PEAK hp and at least on my 383 engine the STEALTH RAM had a SUPERIOR MID RANGE TORQUE CURVE








[Modified by grumpyvette, 4:48 PM 8/2/2003]

 

Damn just damn. :(
I was really looking forward to this test, I hope your Vette is ok Beach.

 

Beach,

Thanks for giving it a try...
I hope everything is ok with your motor.

Hole-Shot

 

Grumpy,

Thats interesting on the early Stealthrams... I don't know anything about the history of this one, could be one of those early ones. If somebody else wants to lend me another Stealthram.... nows the time to speak up, I can have it on and running within 2 hours.

I really hope somebody who has good SR numbers, trys the Stealthram, preferrably an auto with a 2500-3000 rpm converter, and good heads. Would be an interesting service.

Also Grumpy, on the TPI vs Stealthram and 62 HP.... I subscribe to GMHTP, so I have that article from earlier this year. That article is not very impressive for the Stealthram in my opinion.... if you look closely at the track #'s, you will see the only thing they really did was hook up better with the Stealthram.... going out of memory, they are running a th350 and a 10" converter and the 60 ft they could muster was a spinning 1.85 out of the Long tubed runner set-up. The best mph they were able to get was 109 mph on a 88 degree day. I know from running a set-up similar to the above for years that the set-up can run easy 1.70 60 fts flat, and 109 mph would give-em 12.3x et's.... out of the SLP long tube runner set-up, and thats in a 88 degree temps.

With the Stealthram dyno tuned and then out in Novemeber on I think it said 48 degree day, it hooks up and runs 1.77 60 ft, and I think a best of 12.3 @ 110 mph, into a headwind, which will typically knock 1-2 mph off your traps, but typically only hurts you in the 2nd 1/2 of the track and hurts your et by less than a tenth. Thus it could have run 12.2 @ 112 If that SLP TPI set-up was run in 48 degree temps, it too would have run 112 mph traps and if they hooked it up, it probably would have run 12.0's.

I think my test would have answered one grand questions.... and that is "Which intake is best for 1/4 mile performance using a emissions friendly cam, street friendly gears and maximum converter for a daily driven street car" In otherwords, which intake would be best for a 90% street car - 10% strip car. I have no doubt that the Stealthram can make more power higher in the rpm range, but if you want to take advantage of that power in an acceleration contest, you need more stall to get past your soggy low end.... more stall means you''re pushing streetability. Same with more cam.

Corky and Ski,

You guys have 406's, good aluminum heads and a solid roller cams.... I'm guess the Stealthram or Miniram will help you guys....might want to run a bit more converter, but I think you both would be pushed into the 10's.... would be a nice test too. :)

cheers,
Beach Bum

 

if someone wants to send one my way ill try it out for the sake of the test and i think my car and combo and me personally can be very fair on all accounts :cheers:

 

Whew....finally got the pictures hosted!
Thanks Chris!

And the engine...
Its a 420 cid sbc with T-Ram INTAKE...
I bought it from Summit in -97 or -96 I can't remember exactly...

Cam is Crane Powermax small base circle hyd. roller with comp cams pro magnum rollers (computes 230/238,lift 0.575/0.595")
and cyl. heads are AFR 210 race ready..

All this is in -85 vette that has zf-6 speed & dana 44 & z51 suspension
conversion done to it. (winter project gone wild..)
;)



Jussi

 

Please keep us posted. :cool: :lurk:

 

Wow... I haven't seen a T-Ram in a loooong time.

 

So is the reason most people use the superram over the stealthram because with the stealth ram you have hood clearance problems?

 

I think the reason why they use the super ram vs. the stealth ram is because of three reasons. 1) You have to get a smaller distributor and external coil set up to use the stealth ram. 2) You can't run emmissions with the stealth rams and some people have to have emmissions. 3) Hood clearence but, in all fairness Grumpy has a solution to that problem. If you don't mind the emissions and distributor issues then I would go with the stealth ram. But, most people have to have emmissions and don't want to apend more money on a distributor so they go the easier route and get the super ram.


Also can I ask how much the "T" ram is and where I can get one?

 

The simple reason people run the Superram is they will accelerate fast with typical street happy mild gears and mild torque converters.

Not sure if the Stealthram can keep up with a superram with a converter less than 3000 rpm and 3.45 or less gears.... remains to be seen. But if it can, I'll buy it.

cheers,
Beach Bum

 

I can't seem to find a good price on a superram. Thats one of the main reasons I lean twards the stealthram. You guys know of somewhere who sells the superram at a good price? And what about the mini ram? I don't hear much about that. Do any of you guys run that setup?


[Modified by 85vettelovin, 2:10 PM 8/13/2003]

 

Contact http://www.cruzinperformance.com/. They sell the superram at a good price but don't advertise it since they've gotten some hassle from the larger parts warehouses. And as a bonus, they are great to deal with.

 

Damn, how much horsepower does that add? :eek:

 

I have one fairly obvious comment: Using track ETs and mph's to compare INTAKE MANIFOLDS is entirely invalid. To compare intake manifolds, first of all look at cfm flow. Then, build engines which are "tuned" for the intake. Running your car with one intake, then swapping intakes on the same engine, doesn't prove anything about one intake to the next. Variables/flaws:
1) Driver inconsistency
2) Track inconsistency
3) Vehicle inconsistency
4) Engine combination more tuned for one or the other intakes
5) Car's gearing may not be right for the different intake either
6) Chip not tuned for one or the other.
ET CETERA

This would be like saying "I'm swapping my Edelbrock RPM Air Gap for the Super Victor and seeing what happens to my ET." The problem with that is obvious to most of us, and it should be the same for swapping intakes and using ETs to decide with intake is best.

I'm done.

:rofl:

 

I have a very similiar combo to Grumpyvette's, 383 11.0:1 CR. I was also debating on what type intake to use, SR= low and mid range torque unmatched, single plane EFI conv= mid-range, or the T-ram set-up mostly mid-upper. All intakes I believe would make 500HP but the rest of the combo has to be upto par. Lingenfelter did this test when he first designed the Super Ram Intake in an old Hot Rod issue. Of course he used his 219 cam and the SR was much more superior in the low to mid range than the T-ram and in order to get the T-ram to perform like the SR he had to cam-up and gear-up. So like someone else said it all depends on what you want and where do you want it. There is no right duration for an intake because it's more than just intake it's also eng size -comp-heads and intended use. But the T-ram is more geared towards mid-upper range all else being equal. I used the single plane set-up because I believe it falls somewhere in between the other intakes. I'll be dynoing soon!
I have a set of Trick Flow heads that are 204cc after porting and they flow 246cfm@.400" and 274cfm@.500"!!! I couldn't believe it so I flowed them again (at another flow bench) and I got 280cfm@.500" and 200cfm@.500 exh! I was wondering if grumpyvette's flow this good or better? :thumbs: