I can take a set of 6X heads and port them to EXACTLY the head flow numbers of "Ram Air heads. It WAS NOT the head flow, it WAS the port design!!!

Round port RA cars RA II and RAIV were the only true "Ram Air" cars as designed due to the mandate of round ports and a high end drivetrain and the supporting compliments. A motor is an air pump. How well the motor sucks air into an inlet or orifice will determine how well a motor sucks air into. You can not, according to the statement highlighted above have "RAM AIR" because "of some ramming going on". How the hell do you ram something into an engine (air pump) when the motor is actually sucking? Get me a 200 pound bottle of pure oxygen hooked up to a sealed intake and I'll call it "Ram Air" "because of some ramming going on".

The 68 RAII had an overexhausted head design. The 1969 and 1970 RAIV is exactly the same head as the 68 with the exception of modifying (tweaking) the head to compensate for the 68 RAII overexhaust issue. The reason the RAII and RAIV worked as well as they did in comparison to the D port "RA" cars was the fact the RPM band was achieved much faster with the mandate of a 3.90 or 4.33 rear, round port heads and round port exhaust manifolds. The weak point in the RA II is the 9794234 cast iron intake.

Then you add, in 69, a RA III Trans Am and a RAIV Trans Am. Of course the 348 69 HO with 611 and call it a RAIII.

If that were the case, what internal engine differences are there between a 69 Trans Am RA III and a 69 Firebird HO? Are there any?