yaaaa you are. on alot. like all of this....Hu? We should make the most power under where our intake manifold becomes a restriction. The whole intake manifold talk was only to let you see it is a restriction. Focusing above that would be a waste of lobe.


Your right, we should just stop.

 

and the LSx is a restriction also. if your are trying for 8000 rpms. i saw a picture of the intake you are looking for. i'm trying to find it now. it's a LS1 carb intake with a 90 aluminum adapter and single blade Tb on it. comes with fuel rails also. i think a guy from APE posted the pic on this board here somewhere. it's nicknamed BLACK MAMBA.

look at it this way. yes, you are right that is is a restriction when you are trying to surpass it's rpm capability. i do not disagree with you. but, now look at it this way. most everyone here in the truck forum are looking to increase power without spending a ton of money, sacrificing durability doing so, and lowering fuel economy. the least expensive method is to work around what you have. this gives them the added power without increasing rpms to do it. this keeps durability and fuel economy up. higher rpms means more wear and tear on the motor. 9/10th of the truck people use their truck for what it's meant for. towing things. (notice i didn't say SUV. they hardly ever use it for what it's meant for)

you made a blanket statement saying the intake is a restriction. it took alot of posting to get you to finally explain where this restriction is. if you would've said "the intake is a restriction in the higher rpms.", then i would've said, "yep, your right there." hell, i'm trying to figure out how to fit "BIG UGLY" under the cowl of my formula. (i have one sitting at my shop now) because overall it make more power than my LS1 intake on it now. and you can pick one up cheaper than a LS6 or LSx manifold. i want to stay within the 6200 range of operation.

i look at all this posting as 'educating' the public here. neither one of us has said anything off the wall. or out of place. we have stated our cases. now the public will chose the direction they want to go. it's been a learning experience for me as well.

 

well i found a thread about people using the GMPP single plane intake with TBs. but not the one i'm looking for. this might be the option you are looking for. https://ls1tech.com/forums/showthrea...ht=carb+intake

 

You still don't quite understand what I'm getting at.

Yes, the intake (say at 6200rpm) becomes such a restriction, power begins to drop off quickly.

Before 6200rpm there is still power to be made, but by what circumstances?
Well, with the FAST manifold, a decrease in lower rpm power. So look to something else perhaps.

this is where a reverse split comes into play, depending upon the setup.

To balance out the flows.

210/218 duration is not a balancing act of the intake and exhaust duration. None that I can see.

Here, I've even found someone who would agree.

Geoff, from Thunder Racing.

 

i understand completely. now i'll use thunder racing's own project cars to disprove the reverse split cam usage. none of them have one. http://thunderracing.com/projects/ one has the 220/220, one has a 246/250 (4* split), and one has a 242/248 (6* split). again, if the intake is such a restriction, why aren't they using reverse splits?

 

I thought I read an ad about the LSX, stating that it add top end power without sacrificing low end...?

Are real life experiences different?

 

here. i'm going to help you out some. you talk about intake restriction after 6200 rpms. let's use the CHP cam and intake swap article for reference.

CAM #1
truck intake 429/422 5900/5000
LSx ------- 462/460 5900/5000 +33/+38 no rpm change

CAM #2
truck intake 468/445 6300/5200
LSx ------- 479/452 6400/4900 +11/+7 +100/-300

CAM #3
truck intake 486/447 6500/5000
LSx ------- 503/452 6400/5000 +17/+5 -100/no change

of course this is only refering to peak numbers. i'm still baffled over the small cam differernce.
using this scenario, it helps you in your cause of trying to gain some more power while getting to the higher rpms. but in no case did it make and significant change to the rpm band. it was a -100/0/+100 rpm change to the hp. so nothing there. but, for torque, it as a 0/-300/0 change. either no change, or dropped.

so now i'm back to the is changing the intake worth $800.00? looking at the small cam, it'll looks like it. but, for the other larger cams, no.

we need someone to install a reverse split cam to see what it can do. i know TR posted a dyno somewhere on this board about their reverse split cam. i should leave it up to you to find.

 

Well, we can run in circles around this more but I'd rather not.

Lets focus on the camshaft. Vinci, grinds custom camshafts for the user. Do you know the steps he takes to find out what will work best for the customer? Lets focus on naturally aspirated setups for the time being.

 

Well, I think I'm about done. This is just going in circles. Thanks for the discussion.

 

well looking at the first article, the purple line is the LSx intake. it shows a loss of tq until 4500 rpm. i've seen other dyno sheets showing a gain. it just really depends on the entire set up.