How does the new LS carb manifold work?
02-23-2004, 10:46 AM
#4
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well, duh! My point is who would want the LS motor without the EFI?
On the other hand, I guess we will get a chance to see how much of a bottleneck teh "plastic" manifolds really are once somebody puts a big *** carb and mostr 300 shot on, huh?
On the other hand, I guess we will get a chance to see how much of a bottleneck teh "plastic" manifolds really are once somebody puts a big *** carb and mostr 300 shot on, huh?
02-23-2004, 01:24 PM
#5
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Originally Posted by jimmyblue
Because then you can tune the vehicle with
a screwdriver and a timeslip, the way God
and nature intended?
a screwdriver and a timeslip, the way God
and nature intended?
uh.... i DO believe that the jets control how much fuel is put in the car and those screws that you see to "tune" the car is for idle only...
or atleast that is what i was taught...
mike
02-23-2004, 02:44 PM
#7
Originally Posted by dazman
uh.... i DO believe that the jets control how much fuel is put in the car and those screws that you see to "tune" the car is for idle only...
or atleast that is what i was taught...
mike
or atleast that is what i was taught...
mike
you do know you can basically take apart a carb and change those jets
WITH A SCREWDRIVER
and there are many adjustments on the outside of a carb, idle, mixture, you can adjust the accellerator pumps, secondaries, etc . . .
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02-23-2004, 03:51 PM
#8
Personally, I see the benefit is more directed at serious index racing. An EFI system is always trying to find stoich, so its not so easy to predict what you'll run. Which aint good. Cause you'll break out and lose.
A carb & combined with a locked down ignition curve is consistent. A simple weather station in your trailer at the track, and viola, you got easy throttle stop settings to compensate for weather conditions. Consistent ET's... which is how you win races (assuming you got a consistent launch).
Plus I think there is some real benefit to the flexibility, availability & affordability of going to a carb. Perfect for the home tuner. No messing with error codes, programming, dyno tuning, etc.
BUT, for an everday street driver? Or even a fun street strip car? I'll take the EFI.
A carb & combined with a locked down ignition curve is consistent. A simple weather station in your trailer at the track, and viola, you got easy throttle stop settings to compensate for weather conditions. Consistent ET's... which is how you win races (assuming you got a consistent launch).
Plus I think there is some real benefit to the flexibility, availability & affordability of going to a carb. Perfect for the home tuner. No messing with error codes, programming, dyno tuning, etc.
BUT, for an everday street driver? Or even a fun street strip car? I'll take the EFI.
02-23-2004, 09:38 PM
#11
The intake was created for a racing series.
It can be used with carb or with EFI. If tuning I've been told a MAF less speed density tune is possible and can be done with LS1edit by an experienced tuner. Likewise, it should be possible with an elbow and tubing to adapt and use a MAF. The intake would need a placed drilled to add the MAF sensor in either case.
The intake has bungs for port fuel injection or NOS etc. There is room to do some porting and port matching.
I think one big advantage could with the single plane design the torque peak could be higher than with an LS6. If the torque peak is moved up the rpm band, it should be possible to have the HP peak higher. The higher torque band might also enable squeezing a few more ponies out.
I have helped several people get the GMPP over the last few months. If interested in more info let me know, I can help you get one now if you want it.
It can be used with carb or with EFI. If tuning I've been told a MAF less speed density tune is possible and can be done with LS1edit by an experienced tuner. Likewise, it should be possible with an elbow and tubing to adapt and use a MAF. The intake would need a placed drilled to add the MAF sensor in either case.
The intake has bungs for port fuel injection or NOS etc. There is room to do some porting and port matching.
I think one big advantage could with the single plane design the torque peak could be higher than with an LS6. If the torque peak is moved up the rpm band, it should be possible to have the HP peak higher. The higher torque band might also enable squeezing a few more ponies out.
I have helped several people get the GMPP over the last few months. If interested in more info let me know, I can help you get one now if you want it.
