Yep. The long runner manifolds like the Accel SuperRam and Stealth for instance, produce gobs of torque. They usually make really flat torque bands in the low-mid range and every engine I've seen dynoed shows really strong VE numbers using these manifolds. The sacrafice is to the mid-top end power range and they are generally pretty sensitive to cam timing, especially excessive overlap. Just a few thoughts for what they're worth.

-Mindgame

 

LT1Brutus- The 58mm throttle bodies are 1050 cfm. The monoblade is 1300 cfm, and is pretty much overkill for anything short of a huge cubic inch small block with a nice shot of nitrous or a double digit amount of boost.

DJArcadian- Yeah, long runners increase torque and put power way down in the rpm range, but they run out of breath very early in the rev range. That's why the old TPI fbodies and vettes had good low end but no high rpm power. Have you ever seen the length of the runners on a TPI engine?

 

The tunnel ram, from what I recall has a total of about ~6inches of runner. There's the plenum, the runners come out the bottom and then curve outward to meet the intake port on the head. The LT1 manifold is at an angle that make a straight shot into the intake port of the head...no bends.
As for it being useless to port an LT1 intake, this is true to some extent but it is ALWAYS beneficial to port match, which was the goal of me porting mine. I have no before/after dyno numbers only hearsay about the benefits others have/haven't seen from extrude honing, porting etc.

 

Actually, the tunnel ram intakes are a straight shot with almost no curvature. The carburetors placement is such that the ports be as straight as possible... hence two carbs positioned directly over the ports. From that standpoint, tunnel rams are very much like the LT intake and come in a variety of runner lengths.

Port matching is usually of the least benefit... I've seen 5-8 hp on an engine dyno. Most experienced manifold porters will work the runner for greater volume overall... especially if the engine is going to displace alot of cubic inches. The tuning length, you can't do anything about but the runner volume pays dividends with larger cube and/or high revving engines.

-Mindgame

 

I'll go w/ mindgame on this one. We don't always see eye to eye but I know when he knows more about something than me. I didn't really want to go into the runner volume deal because then you get people that try to tell you about 1st and 2nd harmonic resonances and that you'll screw that up. Before you know it, nobody believes anyone.
Port matching, I should say, I only say is crucial for maximum effort engines. HOWEVER, it's a relatively easy task to do when you're porting your heads and insures that any small differences in port size vs. runner size don't create some weird turbulence that costs you some horse power. But yeah, 5-8 hp is about all the gain you'd see. I always do it.
As for the tunnel ram I was solely going off seeing a few pics of it and what I've heard from a TPI buddy that wants one, so I have no doubt that mindgame is correct about that.

 

Should be just about perfect for a blower motor then....


Some basics cleanup, maybe an extrude hone to get a nice smooth wall, since it's only flowing air, not an air/fuel mix, and a port match.


I just need to figure out the optimal TB size...

 

Optimal for a blower motor is definitely going to be bigger. I'd go 58mm.

-Mindgame