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RAM INDUCTION
By Duane DeButts
Reprinted from the 1980 Club News Volume VI Number II
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Ram induction, ram tuned, Ramcharger and Sonoramic
Golden Commando are some of the exotic terms Chrysler used in the
early sixties. These terms meant the engine had special intake
manifolds designed to increase torque and horsepower. The widest use
of these manifolds was on the Chrysler 300F and G where they were
standard equipment.
Up until 1960
intake manifolds were just a lump of metal with tunnels cast in.
These tunnels distributed gas from the carburetor, where it was mixed
with air, to the cylinder head and combustion chamber, where it was
burned. The manifold sometimes looked like a spider on V8s. (One
manifold is called the tarantula because of this.) The carb would be
the head and four legs would reach to each side.
My point is,
the manifold didn’t help the engine. It allowed the gas-air
mixture to flow from the carb to the head. Most technology
concentrated on improving the flow by making smoother, straighter
tunnels. Chrysler saw diminishing returns in traditional
improvements. They designed the ’60 manifolds to serve more
than just one function.
The manifolds
consisted of eight aluminum tubes (one for each cylinder) cast in two
half-manifolds of four tubes each. Each half is formed to fit the
cylinder at one end and accept a four barrel carburetor at the other
end. Then they are curved so that two halves interlock to fit one
engine. One half bolts to each head.
This produces
a maze of eight tubes and makes two carburetors necessary, one on
each side of the engine. You might wonder is all this hassle worth
it? Now that the tubes are designed and bolted in, let’s see
how they work.
Everything
has inertia. If something is stopped, it wants to stay stopped. If it
is moving, it wants to keep moving. Air works that way. The
air-gasoline mixture in the tubes is moving toward and through the
intake valve. When the valve closes, the air in the tubes wants to
keep moving.
The weight
and inertia of the air in the tubes pushes the air against the valve.
This creates high pressure which pushes back producing a pulse in the
tube. This pulse travels toward the carburetor exactly like a sound
wave.
Let me
explain this sound wave. You can hear and even feel a big sonic boom
from a plane a mile away. The plane didn’t push compressed air
all the way to you and your ears. Only the pulse or wave reached you.
The original air that the plane disturbed to create the noise or
pulse is still a mile away. Only the pulse traveled.
In the same
manner, the pulse travels through the tube. In the tube the pulse is
contained and kept small. When the pulse exits the tube under the
carburetor it slightly expands and again follows the law of inertia.
Once it starts expanding it slightly over-expands. This creates a
vacuum at the tube opening. (Be patient, I am almost through with
this pressure-vacuum stuff.)
The mixture
in the tube is now at rest except for a slight vacuum at the opening
under the carb. Air rushes at the opening to fill the vacuum. As
usual the air has inertia and over-does the job. Another small
pressure pulse is created. This pulse races back through the
stationary gas-air mixture and arrives just as the intake valve is
opening.
Aha! Pressure
at the intake valve! Sounds like super-charging doesn’t it? No
moving parts, just pressurized air and gas. Neato! The engine likes
it too. Only one catch. You have to open the intake valve just before
the pulse arrives. That means you only get part time supercharging.
That’s OK. Just adjust the length of the pipes so that the
pulse takes just the right amount of time traveling at the speed of
sound down the tube and back.
Chrysler
wanted more mid-range power. Mathematically this demanded tubes 30”
long. That’s a long tube to fit under a hood! They managed by
using two carburetors (right carb feeds left bank and vice versa) and
separate manifolds. This engineering triumph gained the loving
Chrysler 300F or G owner about a ten percent increase in torque for
free. That is, free until you try to find and change spark plugs.
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