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[Doctor Gollum]

May as well swap one of theses in...

https://www.pbs.cz/en/Aerospace/Aircraftgines/Turbopropgine-PBS-TP100

Get the pusher version and use it with an adaptor to drive the torque converter.

Joking aside, all that addition adds, is less cooling air.

You'll probably find it runs worse because not only does the intake air immediately turn 90°, it is quickly restricted. Not to mention the swirl.

The factory intake set up with the multirams and the variable intake lenghts is all designed to work as a single, calibrated system.

[Eyal2002]

The possible tiny gain you may get would be outweighed by the extra weight of the piping etc as you need to be travelling very fast to achieve a decent ram air effect

               https://i.stack.imgur.com/433lx.jpg

Wow thank you. Getting somewhere.
Few quick question:
1. Doesn't anybody think the trumpet air flow is hampered by the fact it is NOT pointing forward? is the engine strong enough that it sucks air no matter the angles?
2. Is the air box (filter) is limiting the air flow (anyone tried without it for a moment), and if yes, would added incoming pressure decrease this limit?

Curiousity iften leads to great findings. I am nit changing the inner working of the engine. In fact, I rely on the sensors to take advantage of the richer air just like it does with different atmospheric conditions as is.

[Doctor Gollum]

The 3.2 uses an identical intake system... Same diameters, bends, filter, throttle body, intake manifold, multi ram flaps and injectors.

And that is able to draw in enough air to sustain a VMax (150 mph) run from Tel Aviv to Eilat.

[Eyal2002]

May as well swap one of theses in...

https://www.pbs.cz/en/Aerospace/Aircraftgines/Turbopropgine-PBS-TP100

Get the pusher version and use it with an adaptor to drive the torque converter.

Joking aside, all that addition adds, is less cooling air.

You'll probably find it runs worse because not only does the intake air immediately turn 90°, it is quickly restricted. Not to mention the swirl.

The factory intake set up with the multirams and the variable intake lenghts is all designed to work as a single, calibrated system.

What tou offered will not pass inspection, plus no room for hugh aviation gas.

Anyway with this first setup I did not feel a loss if any kind, I did feel it is better on fast cruise but cannot prove it yet.
Will try to midify a 2nd filter box, large flex pipe then report here.
As for swirls and turns, the "scoop" I am getting is vertically elongated (hope I spell right) is is 3 times the size of the suggested pipe. By having the scoop narrowing down towards the target diameter you get pressuring of air even if it has the internal 45 deg angel. With bernulli effect in mind, and the larger scoop no doubt more air will reach the filter than stock setup. Only question is can the engine software take advantage of that or not.

[Doctor Gollum]

You haven't allowed for the pressure drop when the air gets to the airbox. Or the Y into the first multiram.

Also, the air is drawn in by the engine not forced in from the outside.

If you're genuinely trying to achieve something, then you should understand how the multiram system works before trying to stuff more air into it. Also, the GM engineers would have designed the best system for the application with the following in mind: efficiency, emmisions and packaging.

There's a guide in the FAQ section re the multi rams.

If you genuinely want to make the car more economical, convert it to a manual gearbox.

[Doctor Gollum]

Re reading your last couple of posts, you won't get a larger diameter pipe between the headlight and the radiator support... Certainly not one large enough to do anything meaningful.

And if you do get more air into the filter housing, the engine is only going to draw in what it needs.

For the larger air mass to do anything more than choke the engine, it needs compressing and being kept compressed all the way to the cylinders... This is why superchargers are usually mounted directly over the inlet tracts.

At best, you might achieve a bit more induction noise and increased engine temperatures due to the reduced amount of air reaching the radiator.

Your first priority should be to get the vacuum lines run correctly and the multirams working. 

[Andy B]

......  convert it to a manual gearbox.

 

[Doctor Gollum]

If you require any more convincing, Robseys LS1 powered Omega uses the factory intake behind the headlight with no trumpet in front of the radiator. With the Supercharger running at full chat, it draws enough air behind the headlight to produce 600bhp. Which is nice

[Eyal2002]

If you require any more convincing, Robseys LS1 powered Omega uses the factory intake behind the headlight with no trumpet in front of the radiator. With the Supercharger running at full chat, it draws enough air behind the headlight to produce 600bhp. Which is nice

Amazing. I wonder if he changed the prop shaft.
As for the "switch to manual" offer... I wish. Never saw a 2.6L manual here.
...Plus, a manual tends to make you:

[Doctor Gollum]

Lol, every time you press the clutch, you use your other foot to press the accelerator or brake as required 

Robs V8 conversion is pretty much a Monaro underneath. Which is nice