This setup on E85 should make 540 to the wheels and I'm not questioning you you do this for a living and obviously know more than l do but if doing all this to a naturally aspirated LT1 powered Camaro SS on E85 and l could be wrong being this is pretty much a max effort setup wouldn't a Circle D 4000-4400rpm lockup stall converter work better in this application and put the engine more into its sweet spot because from what I'm seeing peak torque occurs at 5200 or slightly more RPM range because if l had this setup I'd have suspension upgrades and at least a 305 MT ET Street R drag radials on the back all this power on a street tire is pretty much useless and probably dangerous if you floorboard the gas petal from a dead stop
E85 would be another 25 whp. These particular customers do not drag race. They were after the sound and extra power. We do a 3000 stall for the drivability with the bigger cam. For a car that was used more at the track we would go higher. I wouldn't consider this "max effort" for a stock short block. More cam, higher compression with head milling, and a short runner intake like a high ram along with a higher stall would be closer to max effort. That would be for a car primarily used for drag racing.
I'm assuming you're talking about the drop in kpa as rpm climbs? About 3 kpa. Not from the intake manifold having a restriction. Most the of restriction lies in a conventional CAI with a sharp bend in the intake tube right before the throttle body. Another part of the drop comes from Bernoulli's Principal. The faster air moves the lower the pressure it has. As the RPM increases, the airspeed inside the intake manifold also increases.
@Matt Peckham interesting 🤔 Have u tried say a custom 5" intake on a NA setup to try and reduce the restriction in the intake bend? Or does your MAF air speed/frequency take a dump then?
