info worth reading thru!, yes IM aware you don,t want to read all the linked info, but youll be amazed at the info contained in those links so its well worth the effort/time,
you might want to keep in mind that carbs are flow rated at 1.5 inches of mercury, heads at 28" of water and that anyone who has ever watched a vacuum gauge, will tell you the readings fluctuate rapidly, under most conditions and vacuum tends to vary with the cam,used the rpms the engines running, displacement and intake design,exhaust scavenging,ETC.
in most cases there factors are at least, mostly or on occasion, partly understood well enough that theres formulas and charts that can be used to define probable results, that parts selection will result in to a reasonable degree.
READ THE LINKS AND SUB LINKS AS ITS WELL WORTH THE TIME REQUIRED, yes I know thats a ton of info!, its a complicated subject, and theres several factors youll want to understand
viewtopic.php?f=52&t=322
viewtopic.php?f=55&t=1509
http://www.summitracing.com/expertadvic ... Calculator
viewtopic.php?f=55&t=2590&p=6662#p6662
viewtopic.php?f=38&t=1002&p=1804&hilit=shear#p1804
http://www.hotrod.com/techarticles/engi ... index.html
viewtopic.php?f=32&t=601&p=794&hilit=feeble#p794
http://www.compcams.com/Community/Artic ... 1737510521
http://www.popularhotrodding.com/engine ... index.html
viewtopic.php?f=55&t=431&p=530#p530
viewtopic.php?f=55&t=1038&p=4014&hilit=spacers#p4014
viewtopic.php?f=44&t=623&p=834#p834
http://www.fuelinjection.com/portinj.html
viewtopic.php?f=55&t=1038&p=1932#p1932
http://force-efi.com/weber.htm
http://www.strokerengine.com/TPIsystems.html
http://www.vintagespeed.com/index.htm
http://www.carburetion.com/tripower.htm
http://victorylibrary.com/mopar/intake-tech-c.htm
viewtopic.php?f=80&t=728&p=1915&hilit=+sensor#p1915
http://www.thecarburetorshop.com/Afterm ... setups.htm
http://www.corvettefever.com/techarticl ... index.html
http://www.eecis.udel.edu/~davis/z28/winter01/dyno/
http://www.fuelinjection.com/portinj.html
http://www.vetteweb.com/tech/vemp_0607_ ... index.html
http://ncarboni.home.att.net/NCtpi.html
http://victorylibrary.com/mopar/intake-tech-c.htm
http://www.velocity-of-sound.com/veloci ... lator3.htm
http://www.scottsautorepair.net/viewtopic.php?f=10&t=33
viewtopic.php?f=55&t=624
WATCH THIS
http://www.youtube.com/watch?v=N_ART4SBmdg
OK for the guys that don,t like reading ILL make this short and to the point,
when selecting an intake manifold the cam timing and compression ratio of the engine, and the header scavaging tunned rpm range should match the intended rpm band., IF it does, it simplifies intake selection.
IN about 80% plus of the cases Ive seen, if the rest of the combos set up too match the cam timing and head flow,rates, youll rarely see a single plane intake work well with a cam that has LESS THAN about 235-240 degs duration at .050 lift and youll rarely see a dual plane work as well as a properly set up single plane intake with a cam with over about 245- 250 duration at .050 lift or with a heavy nitrous shot.
It that 235-250 at .050 duration range that tends to be finicky on what works best.
naturally displacement , compression and gearing effect results, but if you read thru the three links above and do a few honest tests I think youll see as I have that those factors hold true much of the time!
viewtopic.php?f=55&t=823&p=1214#p1214
having the plenum divider fully in place below the carb base, tends to help lower rpm torque andcrisp responciveness to minor throttle possition changes, removing the divider effectively increases the plenum volume the runners draw from and that tends to slow low rpm responce to throttle changes but it tends of increase the flow rates slighly at high rpms so power in the upper rpm band tends to go up as the plenum volume is less of a restriction.
notching the divider tends to split the difference to some extent.
theres two basic carb spacer designs, they are comonly 1" or 2" tall, the one hole open spacer and the 4 hole designs, the 4 hole design in effect maintains the divided plenum, but adds plenum volume and reduces the restriction the limited space between the carbs venturies and individual intake runner entrances can have in some intake designs.
the open common plenum spacers are designed for use with single plane intakes where adding plenum volume helps upper rpm flow..
naturally you can mix/match and gain or loose plenum volume, and increase the distance from the carb base to the intake runners entrance, which can be helpful, especially if your installing a nitrous plate under the carb, or if your intake currently lacks plenum volume for your application.
as a general guide,and assuming your static compression ratio matches the cam duration you select, if your running less than about a 235 dur @ .050 lift cam, witha 2.57:1-3.36:1rear gear ratio, a dual plane intake should prove beneficial, have more than about 245 degrees dur. @ .050 lift, and a 3.45:1-plus rear gear and a single plane intake will generally prove useful.
you might find this of interest
http://victorylibrary.com/mopar/intake-tech.htm
keep in mind both the SUPER RAM and THE TPI, and clones can use several different bases from the stock intake designs and up to several different larger runner aftermarket bases and all runners won,t provide full flow potential, and the mix & match nature provides a great deal of variations, between designs, and the heads you match them too, the cam selected, and the headers also have a huge effect on your results
(weakest link in the chain, determines the max flow and power potential)
put a killer intake on crap heads,use the wrong cam, or gear the car for the wrong rpm band, or use a restrictive exhaust and you still get crap results, both the TPI and super ram can use the same base, so the runner length, diam. and plenum volume can change but if the base runners remain the same the flow is restricted to the lowest flow rate component used, and the components used with them,get the plenum and runners to flow 270cfm, and bolt them to a base that flows 210cfm, or heads that flow 210cfm, and the NET result is still 210CFM OR LESS
you might want to keep in mind that carbs are flow rated at 1.5 inches of mercury, heads at 28" of water and that anyone who has ever watched a vacuum gauge, will tell you the readings fluctuate rapidly, under most conditions and vacuum tends to vary with the cam,used the rpms the engines running, displacement and intake design,exhaust scavenging,ETC.
in most cases there factors are at least, mostly or on occasion, partly understood well enough that theres formulas and charts that can be used to define probable results, that parts selection will result in to a reasonable degree.
READ THE LINKS AND SUB LINKS AS ITS WELL WORTH THE TIME REQUIRED, yes I know thats a ton of info!, its a complicated subject, and theres several factors youll want to understand
viewtopic.php?f=52&t=322
viewtopic.php?f=55&t=1509
http://www.summitracing.com/expertadvic ... Calculator
viewtopic.php?f=55&t=2590&p=6662#p6662
viewtopic.php?f=38&t=1002&p=1804&hilit=shear#p1804
http://www.hotrod.com/techarticles/engi ... index.html
viewtopic.php?f=32&t=601&p=794&hilit=feeble#p794
http://www.compcams.com/Community/Artic ... 1737510521
http://www.popularhotrodding.com/engine ... index.html
viewtopic.php?f=55&t=431&p=530#p530
viewtopic.php?f=55&t=1038&p=4014&hilit=spacers#p4014
viewtopic.php?f=44&t=623&p=834#p834
http://www.fuelinjection.com/portinj.html
viewtopic.php?f=55&t=1038&p=1932#p1932
http://force-efi.com/weber.htm
http://www.strokerengine.com/TPIsystems.html
http://www.vintagespeed.com/index.htm
http://www.carburetion.com/tripower.htm
http://victorylibrary.com/mopar/intake-tech-c.htm
viewtopic.php?f=80&t=728&p=1915&hilit=+sensor#p1915
http://www.thecarburetorshop.com/Afterm ... setups.htm
http://www.corvettefever.com/techarticl ... index.html
http://www.eecis.udel.edu/~davis/z28/winter01/dyno/
http://www.fuelinjection.com/portinj.html
http://www.vetteweb.com/tech/vemp_0607_ ... index.html
http://ncarboni.home.att.net/NCtpi.html
http://victorylibrary.com/mopar/intake-tech-c.htm
http://www.velocity-of-sound.com/veloci ... lator3.htm
http://www.scottsautorepair.net/viewtopic.php?f=10&t=33
viewtopic.php?f=55&t=624
WATCH THIS
http://www.youtube.com/watch?v=N_ART4SBmdg
OK for the guys that don,t like reading ILL make this short and to the point,
when selecting an intake manifold the cam timing and compression ratio of the engine, and the header scavaging tunned rpm range should match the intended rpm band., IF it does, it simplifies intake selection.
IN about 80% plus of the cases Ive seen, if the rest of the combos set up too match the cam timing and head flow,rates, youll rarely see a single plane intake work well with a cam that has LESS THAN about 235-240 degs duration at .050 lift and youll rarely see a dual plane work as well as a properly set up single plane intake with a cam with over about 245- 250 duration at .050 lift or with a heavy nitrous shot.
It that 235-250 at .050 duration range that tends to be finicky on what works best.
naturally displacement , compression and gearing effect results, but if you read thru the three links above and do a few honest tests I think youll see as I have that those factors hold true much of the time!
viewtopic.php?f=55&t=823&p=1214#p1214
having the plenum divider fully in place below the carb base, tends to help lower rpm torque andcrisp responciveness to minor throttle possition changes, removing the divider effectively increases the plenum volume the runners draw from and that tends to slow low rpm responce to throttle changes but it tends of increase the flow rates slighly at high rpms so power in the upper rpm band tends to go up as the plenum volume is less of a restriction.
notching the divider tends to split the difference to some extent.
theres two basic carb spacer designs, they are comonly 1" or 2" tall, the one hole open spacer and the 4 hole designs, the 4 hole design in effect maintains the divided plenum, but adds plenum volume and reduces the restriction the limited space between the carbs venturies and individual intake runner entrances can have in some intake designs.
the open common plenum spacers are designed for use with single plane intakes where adding plenum volume helps upper rpm flow..
naturally you can mix/match and gain or loose plenum volume, and increase the distance from the carb base to the intake runners entrance, which can be helpful, especially if your installing a nitrous plate under the carb, or if your intake currently lacks plenum volume for your application.
as a general guide,and assuming your static compression ratio matches the cam duration you select, if your running less than about a 235 dur @ .050 lift cam, witha 2.57:1-3.36:1rear gear ratio, a dual plane intake should prove beneficial, have more than about 245 degrees dur. @ .050 lift, and a 3.45:1-plus rear gear and a single plane intake will generally prove useful.
you might find this of interest
http://victorylibrary.com/mopar/intake-tech.htm
keep in mind both the SUPER RAM and THE TPI, and clones can use several different bases from the stock intake designs and up to several different larger runner aftermarket bases and all runners won,t provide full flow potential, and the mix & match nature provides a great deal of variations, between designs, and the heads you match them too, the cam selected, and the headers also have a huge effect on your results
(weakest link in the chain, determines the max flow and power potential)
put a killer intake on crap heads,use the wrong cam, or gear the car for the wrong rpm band, or use a restrictive exhaust and you still get crap results, both the TPI and super ram can use the same base, so the runner length, diam. and plenum volume can change but if the base runners remain the same the flow is restricted to the lowest flow rate component used, and the components used with them,get the plenum and runners to flow 270cfm, and bolt them to a base that flows 210cfm, or heads that flow 210cfm, and the NET result is still 210CFM OR LESS