It looks great as far as tight packaging and aesthetics go, but the placement looks like the cold side get little to no airflow resulting in heatsinking the intake piping. Looks like one side has a special outlet on the snail too.

I guess the drawing of fresh air would alleviate most of that problem but when sitting in traffic or at the track it would start getting pretty hot.
just making some observations here.
Is there any hard data on machines equiped with these manifolds? Was it a track on vehicle?

Thinking about this still makes me wonder why the aftermarket is limited for trucks, it's come a long way in the last few years but we are still the red-headed step children of the LS series engine crowd.
If you think about it, how many Vettes are produced VS trucks? The ratio is so lop-sided it would seem to only make sense that someone would produce a nice cast manifold for our application and get a decent return on the R+D.

 

A very small percentage of truck owners modify them heavily. On the other hand, very few vettes are modified any at all. Most are old men or they are their own retirement gift and they are too fast for them in stock form anyhow.
IMO the barrier hasn't been crossed yet. The traditional performance shops still think of performance being in corvette's and camaros and don't understand why anyone would want to hot rod a truck. Besides, most with vette's have more money on average than truck owners and they can charge the "vette tax" and get away with it.
I personally like for my daily driver to be my hot rod and I prefer to have a truck as a DD for versatility.

Those are some nice manifolds.

 

I have plenty of expereince with TTi's Stage1 C5 TT kit... was heavily involved with the Stage3 development to which the Stage X kit shown is an evolution of both. The Stage1 kit had twin intercoolers where the brake ducts were. The StageX has a big single intercooler. The ONLY problem that I have seen with the Stage X is that down here in the desert in 115F stop and go traffic the coolant temps get up to the 240F range... more because the C5 is a bottom feeder, the pavement is DAMN HOT, and a big intercooler partially blocks air flow across the radiator. Problem is more or less solved if the owner wants to cough a nut for a Tigershark front facia (makes me wonder where GM got the idea for the C6). Although it looks like there might be heat soak problems the IAT's never complained that much.

The Stage1 kit produced 460rwhp and 500rwtq with T28's on an LS6 at 7psi. Some folks tried to push the Stage1, with its twin T2 manifolds, but found it was not designed for high horsepower... hence development of the StageX which has T3 flanges. I have personally seen dyno graphs north of 900 on the StageX but since i am not in the business anymore (since 1/05) I no longer have access to them. The StageX with a forged 347 in a 6speed car has been shown consistancy to mid 9's... that was 2 years ago. Couple of the folks purposefully do not post best times.

The Stage X kit 3 years ago optioned with turbonetics ballbearing turbo's was $9882. Bottom line is the vette croud is more of an affluent demographic. Sure, there are FAR MORE trucks out there... and there are far more truck owners that balk at forced induction kits costing half as much as the TTi Stage X.

Bill

 

Well said Bill.
It is a little disappointing to here poeple get upset about lack of suppliers in the truck world. Anything you want to do, there is a shop that can support that mod. But for a shop to invest big bucks into a casting program, they must get a return on that coin. And quickly.
If poeple want twins no problem, none at all. Who is ready. Deposit required to get started. We will worry about the final bill later.

Rick

 

We tried to buy a set of those to check fittment, they where out of stock at that time.