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[djhorner]

needing help trying to get rid of the dual ram air system

[zirk]

Why do you want to do this?, GM spent a lot of time and money designing the system.

[dbug]

Why do you want to do this?, GM spent a lot of time and money designing the system.

+1

[djhorner]

just looking to get a few extra horses every little helps but if its use i'll leave stock

[zirk]

Kindly suggest you read up on exactly what the multi-ram system does and how it effects your torque and power curves. 

[05omegav6]

This might help explain why best to leave alone

http://www.omegaowners.com/forum/index.php?topic=90513.0

[djhorner]

cheers guys it'll be getting left as is

[cem_devecioglu]

dual ram system is designed for the purpose of fuel efficiency and low down torque values like other parts of engines.. so mostly for street use not for high performance..  if you want to increase engine efficiency , the air path must be as short as possible..  and there are other numerous details.. 

[symes]

how about removing bag pipes and fitting power box-made one on my purple miggy- went like stink others will argue-but
definitely noticed the improvement  

[cem_devecioglu]

how about removing bag pipes and fitting power box-made one on my purple miggy- went like stink others will argue-but
definitely noticed the improvement

if you supply more air you can burn more fuel.. so why not ..

[Kevin Wood]

dual ram system is designed for the purpose of fuel efficiency and low down torque values like other parts of engines.. so mostly for street use not for high performance..  if you want to increase engine efficiency , the air path must be as short as possible..  and there are other numerous details.. 

Not necessarily. There will be an optimum length depending on where you expect the engine to make the best power, as the intake behaves like an organ pipe, and you can exploit this effect to bolster the power at some speeds.

The multiram intake is tuned to work well with the standard cams fitted to the V6, so, whilst you might get a few more horsepower at peak RPM, you'll lose out when a big hole appears in the midrange.

Unless you've fitted hot cams (and ported the heads to allow higher flow at high RPM) I doubt there's much to be gained by messing with the intake, TBH, and a heavy car like an Omega needs its' low RPM torque intact.

[cem_devecioglu]

dual ram system is designed for the purpose of fuel efficiency and low down torque values like other parts of engines.. so mostly for street use not for high performance..  if you want to increase engine efficiency , the air path must be as short as possible..  and there are other numerous details.. 

Not necessarily. There will be an optimum length depending on where you expect the engine to make the best power, as the intake behaves like an organ pipe, and you can exploit this effect to bolster the power at some speeds.

The multiram intake is tuned to work well with the standard cams fitted to the V6, so, whilst 1.you might get a few more horsepower at peak RPM, you'll lose out when a big hole appears in the midrange.


2.Unless you've fitted hot cams (and ported the heads to allow higher flow at high RPM) I doubt there's much to be gained by messing with the intake, TBH, and a heavy car like an Omega needs its' low RPM torque intact.

1-2  agreed.. but it wont be few hp.. as you also said , if engine fully modified the gains will be high depending on the engine size and throttle+valve+cam design
 
Kevin, as a general rule, you can get more energy by only using more air as the fuel air ratio is fix..  this means you must get maximum air possible during the piston cycle.. so for performance engines designers keep the inlet tubes as short as possible to breathe more air.. obviously long tubular structures wont help engine to breathe at higher rpms.. (of course there are other calculations like air flow velocity, flow type etc)
 
however,  we must accept the fact that street and race usage are different.. on a race yo try to keep the revs as high as possible so air paths must be short.. but on the street your revs are comparingly low on a daily use which in that case you will need this mentioned torque.. but some of us    can sacrifice mid-range 
 
the only solution to that is variable rate cam-valve system which the omega dont have

[cem_devecioglu]

also I can say on a 3.2 , with high degree cams (must be custom built I never see any around) , head work, custom exhaust with headers, bigger valves than stock, re-map,you can take easily (though not cheap)  extra 50-60 hp..
 
but later you may need extra modifications on cooling and bottom end..

[Kevin Wood]

Kevin, as a general rule, you can get more energy by only using more air as the fuel air ratio is fix..  this means you must get maximum air possible during the piston cycle..

Yes, it's obvious that more air = more power, but a short intake won't necessarily help, and will probably do the opposite if no other modifications are made.

also I can say on a 3.2 , with high degree cams (must be custom built I never see any around) , head work, custom exhaust with headers, bigger valves than stock, re-map,you can take easily (though not cheap)  extra 50-60 hp..

You're describing a full race engine, which is the argument I made, that you need to address all areas before binning the standard intake will help. I would expect such an engine to have no MAF, individual throttle bodies and, unless the engine is modified to take much more revs, the ideal intakes will still be in the order of 30-40cm long. Often they won't fit under the bonnet, of course, so you compromise with a shorter length.

You still need to calculate the best length (or experiment) shorter != better.

[cem_devecioglu]

Kevin, as a general rule, you can get more energy by only using more air as the fuel air ratio is fix..  this means you must get maximum air possible during the piston cycle..

Yes, it's obvious that more air = more power, but a short intake won't necessarily help, and will probably do the opposite if no other modifications are made.

also I can say on a 3.2 , with high degree cams (must be custom built I never see any around) , head work, custom exhaust with headers, bigger valves than stock, re-map,you can take easily (though not cheap)  extra 50-60 hp..

You're describing a full race engine, which is the argument I made, that you need to address all areas before binning the standard intake will help. I would expect such an engine to have no MAF, individual throttle bodies and, unless the engine is modified to take much more revs, the ideal intakes will still be in the order of 30-40cm long. Often they won't fit under the bonnet, of course, so you compromise with a shorter length.

You still need to calculate the best length (or experiment) shorter != better.

agreed and yes.. they must be around that size