[Keith Seymore]

Originally Posted by wolf

FYI, the ram air pan is designed to cope with a reasonable amount of rain. The carb inlets are raised and it has water drain holes.

Also FYI, I have an open scoop and ram air pan on my '66 tripower car. I've dynoed my car hood open and closed, and it loses almost 20 RWHP with the hood closed, because the stock scoop opening is too small to feed air to that engine (@ 400+ RWHP). It starts pulling a vacuum through that tiny scoop inlet. I didn't glue my seal to the pan for that reason - when it starts pulling vacuum, it pulls the side of the seal in to grab more air (albeit hot underhood air). Another reason to not glue the seal is if you're caught in really heavy rain, you can plug the scoop openings and remove the pan seal to get home.

Finally, for the OP, I drilled holes then used a fine coping saw to cut mine open. Final trimming was with a die grinder and sanding roll.

I am somewhat familiar, ie:

The original ram air pan, as fabricated in PMD Experimental metal shop:




The car which was used to develop the ram air package:





The hood was already cut and the battery already mounted in the trunk before we picked the car up from Royal in September of '64.

This is the letter that authorized us to run the ram air set up in 1965 NHRA B Stock competition before it was released to the public.

[wolf]

Originally Posted by Keith Seymore

I am somewhat familiar, ie:

The original ram air pan, as fabricated in PMD Experimental metal shop:

The car which was used to develop the ram air package:

The hood was already cut and the battery already mounted in the trunk before we picked the car up from Royal in September of '64.

This is the letter that authorized us to run the ram air set up in 1965 NHRA B Stock competition before it was released to the public.

VERY COOL!

[Keith Seymore]

Originally Posted by ZeGermanHam

^^^Neat!!

Originally Posted by wolf

VERY COOL!

Thank you; I never quite know how much to share.

I also designed the engine air induction system for the GMT800 model GM trucks, introduced in 1999. There were seven different engine combinations available at that time.

That was my first design/release experience after transferring back from the GM Desert Proving Ground. Many of these components are still in use.

K

[Sirrotica]

Not many people know we have RAM AIR ROYALTY on the board.......

Keith, keep sharing, your tidbits are all appreciated, by me, at least....

The fresh air box on my 93 K3500 Dually, GMT400 isn't something that I'm impressed with. My 97 has the round Donaldson style element, which I like much better. My fleet is limited to 93. K3500, 95 3600HD, and 97 K3500, GMT400's dually's, I haven't made it to a GMT800 yet. Still out of my price range.....LOL

The 93 and 95 are 6.5 turbo diesels which have adequate power after removing the factory exhaust and turning the manual pump up on the 93. Fuel mileage on them is 14-16 MPG.

The 97 I just purchased has the 454 FI, and is that a pig on fuel like 6-8 MPG no matter how you drive it. That might get a Pontiac in it. My 455 transplant powered Jeep J4000 got about 10 MPG. Not impressed with my first BBC in the least. Wishing I had held out for another 6.5 in the latest purchase.

[2nd67GTO]

Another alternative to the cut off wheels. I used a 4” angle grinder with a flapper wheel to the backside of the ribs. Looks like it was milled and Took less than 10 minutes. Longer to wrap the insert to protect the paint than to actually open it up.