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Will a tunnel ram add horsepower?
Equipped with the Dart tunnel ram and dual King Demons, the 476 pumped out an even 900 horsepower and 670 lbs-ft of torque. Not only did the tunnel ram improve the peak power numbers, but the impressive induction system elevated to power and torque curves from 6000 rpm to 7400 rpm.
What is the benefit of a tunnel ram?
Tunnel ram intakes have the highest horsepower potential of all the manifold designs. The large, open plenum and straight, equal-length runners are the least restrictive. This means they can flow the most air. Tunnel rams also have a wider operating range than other types of manifolds.
Is a tunnel ram Streetable?
This isn’t to say that any tunnel-ram is great on the street. The race-style, low-rise tunnel-rams do tend to sacrifice low-end torque; it’s the high-rise units like the Edelbrock TR1Y (shown) and the Weiand Hi-Ram series that are street-oriented with longer runners.
What are tunnel Rams?
tunnel ram (plural tunnel rams) A type of high-performance intake manifold designed to straighten the pathway of fuel/air mixture, speeding the flow to the combustion chambers.
How tall is a tunnel ram intake?
| Material: | Aerospace Specification, Aluminum Alloy (Primary Virgin Ingot) |
|---|---|
| Plenum Volume – 1×4 Top: | 384cc (Depth can be machined) |
| Overall Height: | Tunnel Ram (9.8)- 10.25″ (10.2) – 10.42″ |
| Deck Height: | 9.8″ & 10.2″ |
| Engine Size Recommendation: | 565 cid or larger |
What is a high rise intake?
High rise intakes are taller than low rise. High rise is a general term to describe an intake. There is no standard height where low rise intakes end and high rise intakes begin. High rise intakes are better at building horsepower in the upper RPM range and usually have a wider power band.
Tunnel Rams: How much horsepower gain? | NastyZ28.com
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- Summary of article content: Articles about Tunnel Rams: How much horsepower gain? | NastyZ28.com I would say about 40-75 HP (depends on cubes) if you compare full drag only, sol roller motors. We took some basic single dom motors and they really picked up … …
- Most searched keywords: Whether you are looking for Tunnel Rams: How much horsepower gain? | NastyZ28.com I would say about 40-75 HP (depends on cubes) if you compare full drag only, sol roller motors. We took some basic single dom motors and they really picked up … I interested in hearing from anybody who has compared a tunnel ram to a single 4bbl set-up. I have heard estimates (on a 454) of a 20 to 45 horsepower gain…
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Big Block Tunnel Ram Intake – Super Chevy Magazine
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- Most searched keywords: Whether you are looking for Big Block Tunnel Ram Intake – Super Chevy Magazine Updating This tech article focuses on the benefits of using a tunnel ram intake on your big block motor – Super Chevy Magazine
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What is a tunnel ram?
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What is a tunnel ram? Updating … - Most searched keywords: Whether you are looking for
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Tunnel-Rams On The Street – Hot Rod Magazine
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- Most searched keywords: Whether you are looking for Tunnel-Rams On The Street – Hot Rod Magazine Updating There’s some commonly held beliefs about tunnel-rams being used on the street. We discuss the truth behind them. Check it out here on HotRod.com or in the March 2013 issue of Hot Rod Magazine.
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tunnel ram – Wiktionary
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How much more power with a tunnel ram type of intake? – Offshoreonly.com
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- Summary of article content: Articles about How much more power with a tunnel ram type of intake? – Offshoreonly.com but I think a tunnel ram type of intake may make a few more HP. … I would think adding the tunnel ram and second carb, or fuel injecton … …
- Most searched keywords: Whether you are looking for How much more power with a tunnel ram type of intake? – Offshoreonly.com but I think a tunnel ram type of intake may make a few more HP. … I would think adding the tunnel ram and second carb, or fuel injecton … How,much,more,power,tunnel,ram,type,intake, How much more power with a tunnel ram type of intake?, offshoreonly,offshoreonly.com,www.offshoreonly.com,offshore powerboats,poker runs,races,Mercury,Bravo,racing,props,strendrive,outdrive,offshore boating,ewebtricity,ewebtricity.net,boat graphics,party cove,loto,havasu,superchargers,performance boat parts,mercruiser,offshore boats,marine high performance engine parts,cigarette boats,used cigarettes,Cigarette racing team,Active Thunder,Advantage,American Offshore,Apache,Baja,Checkmate,Donzi,Eliminator,Formula,Fountain,HTM,Hustler,Laverycraft,Pantera,Powerquest,Powerplay,Scarab,Sonic,Skater,Douglas Skater,Spectre,Sunsation,Superboat,Velocity,boat storage,boat transportation,AMT,technical advice,AMT,Armada,Black Thunder,Carrera,Chris Craft,Cougar,DCB,Express Cat,Hallett,Howard,Jaguar,Magnum,Motion,Nordic,Nortech,Outerlimits,Phantom,Profile,Saber,Sutphen,Talon,Warlock,Wellcraft,Ocean Express,Gaffrig,CMI,headers,mirage props,choppers,GPS,trim tabs,bennet,sport master,gear case,trim tab indicators,gelcote,quicksilver,myco trailers,apba,sbi,supercat,drives,imco,bmax drive,stainless marine,speedmaster,latham marine,marine machine,k-plane,kiekhaefer,livorsi,used boats,throttles,cams,blowers,intercoolers,vortech,shifters,props,powerboat magazine,catamaran,cobra power,chief engines,keith eickert,richie zul,doller offshore,custom marine,Hustler,holley,powerboat,Mayfair steering,Teague custom marine,arneson,boat insurance,pro charger,corsa,nose cones,transom,sea strainer,msd ignition,whipple,billet,stern advantage,hydromotive,bravo shop,boat loans,extreme marine,forum,bulletin,board,photo,gallery,pictures,events,chat,irc,live,classifieds,auctions,ewebtricity.net,tntcustommarine.com,performanceboatschool.com,tresmartinperformance.com,custommarinesales.com,anglersonly.comGeneral Q & A – How much more power with a tunnel ram type of intake? – Hello, I am running a NA 598″ BB that I built myself. It runs great, but I think a tunnel ram type of intake may make a few more HP. My combo has 10:1 compression with JE pistons, Dart 355 CNC heads with REV valves, solid roller cam 264/270
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What is a tunnel ram?
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What is a tunnel ram? How does it affect performance? … Tunnel ram intakes have the highest horsepower potential of all the manifold designs. The large, open plenum … … - Most searched keywords: Whether you are looking for
What is a tunnel ram? How does it affect performance? … Tunnel ram intakes have the highest horsepower potential of all the manifold designs. The large, open plenum … - Table of Contents:
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single dominator vs tunnel ram – Don Terrill’s Speed-Talk
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- Summary of article content: Articles about single dominator vs tunnel ram – Don Terrill’s Speed-Talk Yes the Tunnel ram will make MORE horsepower and more torque on your motor, Use 2 750+cfm carbs. The drivability and tunability will be much … …
- Most searched keywords: Whether you are looking for single dominator vs tunnel ram – Don Terrill’s Speed-Talk Yes the Tunnel ram will make MORE horsepower and more torque on your motor, Use 2 750+cfm carbs. The drivability and tunability will be much …
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Anyone know how much hp a tunnel ram intake will add ? – Ford Truck Enthusiasts Forums
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- Summary of article content: Articles about Anyone know how much hp a tunnel ram intake will add ? – Ford Truck Enthusiasts Forums Small Block V8 (221, 260, 289, 5.0/302, 5.8/351W) – Anyone know how much hp a tunnel ram intake will add ? – I have an 83 ford ranger with a … …
- Most searched keywords: Whether you are looking for Anyone know how much hp a tunnel ram intake will add ? – Ford Truck Enthusiasts Forums Small Block V8 (221, 260, 289, 5.0/302, 5.8/351W) – Anyone know how much hp a tunnel ram intake will add ? – I have an 83 ford ranger with a … 302, 350, add, dose, ford, hp, ram, tunnel, Anyone know how much hp a tunnel ram intake will add ?, ford,truck,f150,forum,explorer,ranger, f250, parts, guides, reviews,stroke,diesel,2009,sale,ford-trucks,ford trucks,suv, super duty, ford trucks forum,f100,engineSmall Block V8 (221, 260, 289, 5.0/302, 5.8/351W) – Anyone know how much hp a tunnel ram intake will add ? – I have an 83 ford ranger with a chevy 355 pro top line torker Heads ford 9inch rear 411 gears 484 lift blue race comp cam with 230 duration and a holley street avenger 670 carb.i want to put a edlebrock tunnel…
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Tunnel Rams: How much horsepower gain?
like night rider mentioned if the engine isn’t built to run a tunnel ram it’ll be a dog until about the midrange of your rpm /torque peak of your motor . this is why matching these components carefully and running very low gears in the axle . the torque converter will need to be around 3500 minimum stall converter or a use a good 4spd with a aluminum flywheel to get the motor to rev quicker .most tunnel rams are designed with 4000 rpm /8000 rpm usable range
when i first started tuning the tunnel ram combo on my motor i played with the holley 450’s and then went up to the holley 660 center squirter and noticed a big improvement . the holley 450’s even though they’re listed as a “tunnel ram carb ” are not good at all . they are a single accelerator pump mech secondary carb and when you open the secondaries you’ll get a huge flat spot “stumble” from going lean on the secondary side . there’s no accel pump to feed the increased air charge and no matter what you do it’ll have a bog that’s very noticeable .this is why i went with the holley 660 center squirter as these are also mech secondary carbs but have dual accel pump squirters .
also when tuning these tunnel rams you need as much fuel as you can get into the cylinders to get a better intake charge .
okay now the bad part of running a tunnel ram is fuel puddling in the intake which causes a stumble from excessive fuel entering the ports . next is carb icing and i’ve experienced it ,this happens when your carbs throttle plates ice over from very cold air .your carbs sit high enough that there’s no warm air to keep the carbs throttle plates from icing up .when this happens you can either get a stuck throttle “not good ” or your engine stalling out on you and having to warm the carbs up to re-start the engine
Big Block Tunnel Ram Intake
When talk turns to tunnel ram intake manifolds, often times it seems they are placed in the same magical category as superchargers and individual-runner injection systems. These trick induction systems are bitchin’ to look at and can be found on all manner of race hardware, which obviously means they have no place on a street motor, right?
While the streetability of a trick tunnel ram remains to be seen, we followed along on a comparison test that illustrated that at the very least a tunnel ram is much more than a simple high-rpm race manifold. Often placed in a different category than the more popular single and dual-plane intakes, the tunnel ram actually combines several beneficial design features of the two common intakes to produce what can be (on the right engine combination) the best induction system of the bunch. When you throw in the stunning visual effect of having a polished, dual-carb tunnel ram sticking out in the wind for all to see, the tunnel ram has a great deal to offer any performance big-block.
Intake manifolds for a typical V-8 like our 476 big-block Chevy test motor can be broken down into two basic categories, single plane and dual plane. A complete technical rundown would require more pages than we have available, but know that a dual-plane intake typically features long runners designed to promote low and mid-range torque production while keeping the power peak below 6000 rpm(in most cases).
Dual-plane intakes also effectively divide the V-8 engine into a pair of four cylinders by isolating the fuel and air supplied by the carburetor to each half of the engine. Isolating the two sides improves the signal to the carburetor. Combining the improved signal with the longer runners in the dual-plane, makes for an impressive street system. Dual-plane intakes are also available with the divider directly under the carburetor (used to split the motor) reduced or machined. This obviously does not transform the dual-plane intake into a single plane, but it does effectively shift the power curve (much like the installation of an open carb spacer).
Not surprisingly, single-plane intake manifolds differ from their dual-plane counterparts by way of a common plenum under the carburetor. Single-plane intakes typically offer shorter runners than the dual plane in inmost cases the design necessitates four shorter (inner) runners combined with four longer (outer) runners.
The use of a common plenum and shorter runners enhances high-rpm power. Unfortunately, the extra power production that occurs at the top of the rev range comes at the price of a reduction in power down low. Much like a wilder cam profile, the single plane manifold effectively shifts the torque production higher in the rev range (compared to a dual plane). Producing the same torque value at a higher engine speed will result in an increase in horsepower.
What this all means is that the choice between a single-plane and a dual-plane intake really comes down to the intended application. In most applications, the dual-plane design offers more low-speed power while the single-plane intake maximizes peak power production. For maximum street/strip acceleration (or maximum ultimate speed), the top-end power produced by the single-plane intake is usually the best choice. The dual-plane will provide the best overall torque curve, throttle response and fuel mileage.
Technically speaking, the tunnel ram manifold falls into the single-plane design category, as the tunnel ram shares the common plenum under the carburetor. The difference between the tunnel ram we used from Dart and the single-plane (Edlebrock 454R) was basically the runner length, plenum volume and use of an additional carburetor. The elevated position of the carburetor pad(s) on the tunnel ram allowed for longer and straighter runners, to say nothing of the fact that all eight of the runners were pretty much the same length (a trait not share by the single-plane intake).
The extended runner length helps to promote power production over a given rpm range. Basically speaking, the runner length (combined with cross section and taper) determines where the motor makes power. Naturally the intake runner length (and overall design) should be combined with the proper cam timing and cylinder head flow (and to a smaller extent header design) to optimize power production in a given range. Your choice of intake would certainly be different for a low-rpm towing engine for your dualie than for your 10-second Chevelle. The engine components (including the intake) should all be chosen to help reach a desired power curve to best suit the intended application.
See all 17 photos See all 17 photos Combining a big-block Chevy with a dual-carb tunnel ram is a surefire recipe for success. And it looks mean, too.
Speaking of applications, to properly demonstrate the performance merits of the tunnel ram, we needed a cool big-block Chevy test motor. Rather than order a GM crate mill or screw together a rebuilt 454, we took Westech’s Steve Brule up on an offer to use the race motor from his record-setting jet boat. The 476 was a serious piece, featuring 13.6:1 compression, CNC-ported heads from AFR and a serious sold roller camshaft. The 476 was basically a .100-over 454 that featured a Scat 4340 forged crank and matching rods combined with a set of JE pistons.
Breathing came from a set of 335cc (intake port volume) AFR aluminum heads. According to the flow bench, the heads flowed 410 cfm at .800 lift (not an unrealistic lift value given the wild cam timing). Comp supplied the hot roller cam (and the remainder of the valvetrain) that featured a .780/.744 lift split and a healthy 282/288 duration split (measured at .050). Additional components used in the build up included a Moroso oiling system (including marine pan and vacuum pump), a complete MSD ignition system (including crank trigger) and a set of 2.25-inch (primary size) Hooker headers.
As mentioned previously, an intake manifold should be chosen for a particular engine combination as well as the intended application. On this particular engine, the effective operating range was rather small, given the fact that the jet boat work much like a high stall converter. Once you hit the throttle to start the quarter-mile pass, the engines speed instantly climbs (up to around 6800 rpm) and the boat accelerates as the flow through the jet pump catches up with the engine speed. This means that the change in engine speed during the run is very minimal (500-800 rpm), and that every attempt should be made to maximize the power production in that rev range.
Having run the motor successfully with a combination of an Edelbrock Super Victor intake (with Dominator car flange) and a Barry Grant 1195 King Demon RS carb, Brule was looking to further improve the power output of his race motor. Given that it made peak power near 7400 rpm and the relatively narrow operating range, Steve decided the engine might be a good candidate for a tunnel ram. As he found out, not only was the tunnel ram impressive at elevated engine speeds, but it shined down low as well.
The first order of business was to establish a baseline with the Super Victor intake and 1195 Barry Grant King Demon carb. Equipped with the single four-barrel, the 476 produced 870 hp and 644 lbs-ft of torque. The power output was impressive considering the relatively small displacement. After successful back up runs produced the same power numbers, we replaced the Super Victor with the Dart tunnel ram and dual 1095 King Demon carbs. The longer runners in the Dart tunnel ram combined with the increased plenum volume and additional breathing offered by the pair of BG carbs to produce some impressive power gains.
Equipped with the Dart tunnel ram and dual King Demons, the 476 pumped out an even 900 horsepower and 670 lbs-ft of torque. Not only did the tunnel ram improve the peak power numbers, but the impressive induction system elevated to power and torque curves from 6000 rpm to 7400 rpm. Basically, the tunnel ram offered more power throughout the tested rev range. At these elevated specific output levels, it is difficult enough to even improve the power output, let alone show consistent gains throughout the rev range. The Dart tunnel ram was definitely the hot set up on this marine motor.
While this particular test was run on a dedicated race motor, we also ran another tunnel ram test on a much milder combination. The test mule was a low-compression 496-inch (.060-over and 4.25 stroker crank) big-block equipped with AFR 315 heads, a mild hydraulic roller cam (255/262 duration) and a set of Hooker Chevelle street headers. It was tested with a single-plane Holley 300-5 intake and a Weiand Hi-Ram (street/strip tunnel ram). The Holley intake was run with a 950 HP carb, while the Hi-Ram was run with a pair of tunnel-ram specific 750 cfm carbs.
Equipped with the single-plane Holley intake, the 496 produced 652 hp at 6300 rpm and 578 lbs-ft at 4800 rpm. After swapping on the Weiand Hi-Ram, the peak power numbers jumped to 687 hp and 618 lbs. ft. of torque. As with the 476 race motor, the tunnel ram improved the power output of the 496 stroker throughout the rev range (from 3000 rpm to 6500 rpm), further illustrating the impressive low-speed and mid-range power offered by the long-runner design.
Of course all the extra power comes with the cost of cutting a hole in your hood, but hood scoops are cool too, especially when they cover a trick (and effective) dual-carb tunnel ram.
What is a tunnel ram?
What is a tunnel ram?
Definition & Description
A Tunnel Ram is a special type of intake manifold. They became popular with drag racers in the 1960s. Today, they can be found on all types of cars and trucks.
Technically, a tunnel ram is a Single Plane Manifold. However, it is unique enough for a new category.
How is it identified?
A tunnel ram intake has tall, straight intake runners. The large, single plenum sits directly on top of the runners. (The plenum is the area under the carburetor.)
The original tunnel rams were topped with two 4-barrel carburetors. However, newer tunnel rams can have a single carb. Even some modern Fuel Injected Intake Manifolds use a tunnel ram inspired design.
How does it affect performance?
Tunnel ram intakes have the highest horsepower potential of all the manifold designs. The large, open plenum and straight, equal-length runners are the least restrictive. This means they can flow the most air.
Tunnel rams also have a wider operating range than other types of manifolds. They can make power from 1,500 to over 8,000 rpm. However, they still don’t perform very well off idle or during part throttle acceleration. This makes them great for race cars. But, not so much for street cars.
A tunnel ram with dual carbs can give you better control over your A/F Ratio. Two 4-barrels gives you 1 barrel per cylinder. An experienced tuner can optimize this for big power. However, it is much more complicated than your average carb tuning.
Tunnel rams have a few other “drawbacks.” The tall manifold height won’t fit under many hoods. There are several ways to make it fit, but they all require making modifications to the hood. They are also about 50% more expensive than “normal” manifolds.
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