Long ram 413

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While the setups were relatively rare even when new and produced in their original form for only a few years, the principle behind them is commonplace throughout the auto industry today. In a common four-stroke engine, every time the intake valve slams shut, the air-fuel charge packs up behind it. This occurs because the charge has mass and inertia, and at 6, rpm it happens 50 times per second. Each time, a reflecting pressure wave is sent back up the intake passage toward the atmosphere at the speed of sound. Thus we can get more air into the cylinders and produce more output. The drawing above also shows, from the inside out, how Chrysler executed the ram principle on production cars.

Long ram 413

This is a very rare set of Mopar long runner intake manifolds designed to make the engines - mostly found in the letter cars maximize air flow, power, and torque. The long runners - noted by the ridge dividing the runners, were designed to generate maximum torque for the iconic C bodies on the marquee Chrysler letter cars. This is a complete set of both intake manifolds, both air cleaners with correct carburetor flange, and mechanical linkage. All of the mounting bolt holes are clean with no damage except as noted with the heat tube area. The intake manifold side decks are straight with no distortion. The bottom is clean and free from any defects. The interior runners are coarse as cast, as is the interior of the choke pot and carburetor flanges. The air cleaners are original, but have been modified for additional air flow still very usable, but unfortunately altered ; they have been etched only and come with new heavy duty air filters as well; they will need work to be show quality, but are solid originals with some oxidation issues. The original etched crossover tube with rubber hose adapters is optimum, as is the original bare metal mechanical linkage. This assembly presents well and will enhance your restoration. The old adage "here today, gone tomorrow" applies to many of these unique assemblies.

Maybe if you went with different heads you would do even more HP and torque The became the standard model Mopar performance engine for the next decade. Expert Posts: Location: Parts Unknown.

I have a rebuild long Ram engine that I plan on using in a fairly heavy car 3,lbs. The engine specs are as follows: bored to cid Stock rods, polished side beams, rebushed with resized big ends 9. I am a bit nervous about todays oils and have decided to upgrade to a hyd roller cam before I fire it off. Goals are pump gas, low mainetance, mainly street driven package, enough vacuum to use power brakes, but with some teeth when I want to make a hard run or two at the strip on the weekends. Any grind suggestions? Best sources?

Naturally, powerful acceleration was a key element, but it was intended to make premium models more capable on the road, and not meant for speed contests. Part of that perspective changed when the division released the C in Fitted with the hp, cu. Adventurous CEOs could feel the excitement of raw power while seated in a luxurious cabin, surrounded by coachwork that spoke of edgy—yet not audacious — exclusivity. Chrysler restyled the F with an aggressive front end and grille; the following year would see yet another restyle, this time with distinctively canted headlamps. More compelling was how the C began to cement its legacy beyond the boulevard. For , the C set a notable production car speed record at Daytona Beach before the Chrysler division took a bow and left the business of racing to Dodge and Plymouth, prior to the AMA embargo. Long ram units had inch runners above , while the performance version had inch runners below.

Long ram 413

While the setups were relatively rare even when new and produced in their original form for only a few years, the principle behind them is commonplace throughout the auto industry today. In a common four-stroke engine, every time the intake valve slams shut, the air-fuel charge packs up behind it. This occurs because the charge has mass and inertia, and at 6, rpm it happens 50 times per second. Each time, a reflecting pressure wave is sent back up the intake passage toward the atmosphere at the speed of sound. Thus we can get more air into the cylinders and produce more output. The drawing above also shows, from the inside out, how Chrysler executed the ram principle on production cars. The standard intake manifold was exchanged for a pair of long-tube aluminum castings, one for each bank of the V8 and each one fed by a Carter AFB four-barrel carburetor. Note how the manifold runners are draped over the valve covers for hood clearance, and the balance tube connecting the two manifolds for smoother idle. Eager to promote its new CID hemi V8, the carmaker approached the race sanctioning board in with a proposal to compete in the Indy The hemi V8 was welcome, but only at the same cubic-inch displacement as the classic Offenhausers et al.

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Dwayne Porter would be a good guy to talk to for specifics. A Street Wedge block was also available in and Gotta love them Mopars! It'll look even better with the cast iron headers. The old adage "here today, gone tomorrow" applies to many of these unique assemblies. The Forward Look Network. The cam looks ok to me. The blocks were a special severe-duty casting with larger oil-feed passages than other RB engines, and the blocks were stress-relieved by the factory. S-A Design Publishing. And Chrysler would have to move the rev range up considerably to make it fast. BTW, the reason I stayed with the heads is because they were original to this F engine. What CR did you end up with on this build, and as asked previously, what were your final cam specs?

Whether that means power to weight ratio or putting huge engines in cars, Chrysler leapfrogged others. Painstakingly restored over many, the photos provided will reveal a truly extraordinary car in every way. Meticulously clean and accurate in every way you will just fall in love with what Virgil Exner and the Chrysler design team created.

The torque curve was very strong from 3, to 5, rpm and there wasn't any large drop offs in power or torque until approaching 6K. The factory carbs proved to be a bit too rich so they were jetted down about 4 sizes restulting in a final air fuel ratio average of right around If you want power 3 x45mm Webers are required. I am really interested in the diff between the log and cast headers. What CR did you end up with on this build, and as asked previously, what were your final cam specs? SAE Transactions. Quote: The cam gear is special for the ram cars. I plan to run that one with the cast Iron headers and will probably run the logs as well just to see how bad they choke it. Thanks, Tom Denkler tdenkler earthlink. Sounds great Scott.