New! Edelbrock LS XT Intake Manifold
Nov 10, 2008 | 10:55 PM
#33
Richard, get us some pricing. I may be willing to try something like this if you don't think it'd be overkill on a street driven 6.0L with a 224 ish cam and ported heads. I was also considering the vic jr. I don't have any experience with tunnel ram intakes, do these boast a strong midrange power hump or are these for top end screamers?
Last edited by hirdlej; Nov 10, 2008 at 11:02 PM.
Nov 10, 2008 | 11:07 PM
#34
Richard, thanks for sharing your pictures and information. It would be interesting to see what this intake does versus an LS6 manifold or and a single or dual plane manifold with both a mild and a wild cam. I'm not suggesting that you do all of this testing, but whatever testing you do will be helpful.
How would you characterize this manifold versus something like a composite manifold as far as the power range that it's tuned for?
Thanks,
Steve
PS
It appears that by mid to later 2009, we'll have a host of intakes (single and dual plane, composite OEM and aftermarket, sheet metal with short/fat runners , individual throttle bodies on short runners and now a tunnel ram style with mid length runners) for cathedral and rectangular port engines. Who could have imagined this just a few years ago?
How would you characterize this manifold versus something like a composite manifold as far as the power range that it's tuned for?
Thanks,
Steve
PS
It appears that by mid to later 2009, we'll have a host of intakes (single and dual plane, composite OEM and aftermarket, sheet metal with short/fat runners , individual throttle bodies on short runners and now a tunnel ram style with mid length runners) for cathedral and rectangular port engines. Who could have imagined this just a few years ago?
Nov 10, 2008 | 11:51 PM
#35
Wow! I knew this thread would get a reaction, but DAMN!!! 
I'm not privey to what Edelbrock's intended market was with this design, however many insiders will agree that I pushed very hard for an intake such as this. Especially an intake that has such potential for the truck market. Since the intake is aluminum it can be modified to fit a variety of applications by cutting and welding to suit. The plastic intakes are limited to further modifications because often times material needs to be added in places and that makes sticking epoxy to the slippery plastic intakes a chore.
No worries about boosted or sprayed engines having an intake blow apart.
The tuned runner length appears to have the right balance of length, internal cross sectional area and taper to work well with truck and car applications. I spoke to the Edelbrock engineer who was in charge of dyno testing the new intake and he said he limited the test mule LS1 engine's pulls to 6000 to keep the pistons from going out the pipe. He commented that the new intake showed no signs of nosing over as the baseline LS6 intake did. The higher the rpms the greater the difference became.
I'll try to latch onto some of their dyno testing data and post up. Stay tuned............
Richard
I'm not privey to what Edelbrock's intended market was with this design, however many insiders will agree that I pushed very hard for an intake such as this. Especially an intake that has such potential for the truck market. Since the intake is aluminum it can be modified to fit a variety of applications by cutting and welding to suit. The plastic intakes are limited to further modifications because often times material needs to be added in places and that makes sticking epoxy to the slippery plastic intakes a chore.
No worries about boosted or sprayed engines having an intake blow apart.
The tuned runner length appears to have the right balance of length, internal cross sectional area and taper to work well with truck and car applications. I spoke to the Edelbrock engineer who was in charge of dyno testing the new intake and he said he limited the test mule LS1 engine's pulls to 6000 to keep the pistons from going out the pipe. He commented that the new intake showed no signs of nosing over as the baseline LS6 intake did. The higher the rpms the greater the difference became.
I'll try to latch onto some of their dyno testing data and post up. Stay tuned............
Richard
Nov 11, 2008 | 10:31 AM
#39
