Oh Boy! This is simple physics actually it's fluidics and volumetrics physics. I did a little research for you on google. The consensus is in our case a system that feeds air into a metered source (MAF) would need to achive a speed in excess of 140mph to approach anything above atmospheric pressure. This would be considered "RAM". I think you look at this from a literal standpoint in other words air being "rammed" into a engine. With the MAF, air is metered into the intake and more air is not always going to actually make much of an improvement with the diameter if the MAF, intake, throttle body, etc. The stock setup is good enough to do this. What you make improvment upon is the intake of cooler air into the induction system with a CAI. You are hung up on the dyno and moving air being rammed or not rammed into the intake and this is really the wrong concept to embrace. Now if you increased the diameter of the metered source, say change to a 90 m throttle body and a fast intake on a 346 you can improve the air intake but guess what the engine will show very little improvement as this is more air than the engine needs or can use. I know I am most likely wasting my time trying to make you understand this concept but I do want other folks understand what the term "ram air" is and is not.
Sorry you don't look at corvette forum as there are some top technicians and engineers that comment on there. Yes, there are some less than intelligent folks as well but just like any forum you just have to filter them out.
As for my times, my best 1/4 mile time is 10.39@136. Guess what, that time was run in very cold weather where in the peak of summer I am lucky to break 10.70. And that has nothing to do with RAM AIR. I hope I have at least given you something to think about as I think you and I are getting hung up on "terms".

 

What Im hung up on is the fact that on a 100* day, if you ran a stock vette to say 108 mph in the 1/4, and made 325rwhp on a dyno at that track, then you install a 'ramair' and re run and redyno that car, you will gain 3-4 mph in trap speed, yet you will only see a small, if any, gain on the dyno. You will certainly not see the approximately 30-40 extra HP that is being shown by the trap speed. I agree that the IAT will come down a bit with more air moving past it, but I do not see how it will 'lower' the temps at the IAT enough to say that the gain is fully attributed to cooler air, as thats alot more power.

 

Hey, were getting close Your right in the fact that you will see little change with a non CAI and a CAI car with the hood up on the dyno (as most folks dyno). If you put the hood down, then you will see a change as the non-CAI car is sucking that super heated engine comparment air while the CAI-car is not. As far as trap speeds I tend to look at intermediate times and overall times and not MPH, just too many variables. With a CAI car you can see as much as a .1 to .3 change, which I think you will agree is huge! Our disagreement is how that change comes about. My contention is: The cooler air, yes even at 100 degrees that the engine receives from a cold air induction versus an under the hood intake makes the majority of this difference. My friend had a thermister bead placed in the filter of a vararam and another placed in the engine compartment on a 90 degree day. He found a 27 degree difference in the temp at idle and it went up almost eight more degrees at sixty miles per hour. As you can see that is considerably cooler air albeit still warm air versus what is in the engine comparment.

 

You still there sprayjunky??????? Hope I didn't baffle you

 

LOL, I think its BAFFLE!!!
And no, that would be impossible.
I'm sure I'll come up with another good arguement sooner or later.
Been a little busy here at work....

 

Good catch Something you may find interesting since you do R&D with dyno. Saw a 2000 vette the other day that wanted install of blackwing filter and dyno Waste of money but that is what the customer wanted. Went with dyno on stock intake (hood up and down). Installed blackwing and dyno with hood up and down. Hood down with stock and blackwing, blackwing lost 14 rwhp versus stock. So some mods can hurt you. Since this is not a CAI but is a larger exposed filter it actually pulled in more hot air to decrease performance.

 

Once again, I don't see how this is relevant at all....dynos are tuning devices, nothing more. Get a portable dyno, load it on the trailer, and drag it down the highway with a car strapped down. Repeat this test with proper airflow moving past the filter, and I'm sure you will at least see a slight gain, as opposed to a huge loss.
All that hot air its pulling in is going to be removed when the vehicle is at speed.

 

Must not have read my other thread. If you measure the temp with a thermister bead in the engine bay you will find very little temperature change from idle to high speed, as a matter of fact it usually will go up even at high speed. Keep in mind that open blackwing filter is sucking up the engine bay air. The point I was trying to make is again what you see from an improvement on a cold air induction system is.....are you ready for this? Ya sure.....OK here it is...........................COLD AIR!!!!!!!!!!!!

 

I guess the real question I have here is, has this car been run back to back at the track to compare the MPH versus the stock setup? Do you really think the car is gonna run SLOWER than it did before? I still say dyno's mean squat except to load the vehicle and see A/F under a controlled situation. The track is where these types of parts will shine (or not?).

 

A lot of these opinions are aimed at a floating target. One person might have a stock LS1, another might have a modded LS1 and someone could have a 408 or 427. When chevy did testing on the C5R and C6R they tested everything. The bigger the engine, the faster they go and the more hp they make the bigger the need for a bottom breather. The Veraram is very good for a stock and mild mod LS1, when you go bigger, it does not flow enough air for all situations.

The faster a C5 travels the front design starts to become a low pressure area where the veraram mounts.

This is why it is so hard to compare systems. Dyno's are a static testing and not always a true measure of a dynamic situation

 

The faster a C5 travels the front design starts to become a low pressure area where the veraram mounts.

This is why it is so hard to compare systems. Dyno's are a static testing and not always a true measure of a dynamic situation[/QUOTE]

Right you are regarding the location of the Vararam intakes. It is a low pressure area that does not lend itself well to ingestion of air, actually same problem with the C6Z06 and it's location of scoop/intake. Getting too hung up on car at speed and moving air into intake is a misleading primer. Yes a veraram will increase HP at speed. This is more a function of ingesting colder air than any other feature, such as ramming the air into the engine. Again it's all about the temp of the air not about the volume of the air.