New Chevy High Performance
New Chevy High Performance I got the new CHP in the mail today. they had part 2 of the intake manifold test. this time around they added a cam. the results are:
212/218 cam:
Truck Intake - 429hp/422 torque
Ls1-450/439
LS6-459/447
FAST-462/450
222/224 cam:
Truck-468/445
LS1-462/442
LS6-471/449
FAST-479/452
232/234 cam:
Truck-486/447
LS1-484/445
LS6-495/448
FAST-503/452
212/218 cam:
Truck Intake - 429hp/422 torque
Ls1-450/439
LS6-459/447
FAST-462/450
222/224 cam:
Truck-468/445
LS1-462/442
LS6-471/449
FAST-479/452
232/234 cam:
Truck-486/447
LS1-484/445
LS6-495/448
FAST-503/452
All about flow. The LSX is great with increased demads for air. The LS6 will begin to choke out the engine because it meets it's volumetric efficiency earlier than the LSX. That is why the LSX is recomended for people with increased displacement, larger valves, increased compression, heads cam packages, and large duration cams.
TECH Addict
Joined: Oct 2003
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From: Central, MA
There's quite a different between the truck intake, and the rest of the pack, with the 212/218 cam.
Which 212/218 cam did they use - hi or low lift?
I might look into swapping my intake out...
Which 212/218 cam did they use - hi or low lift?
I might look into swapping my intake out...
Last edited by marc_w; Jun 16, 2004 at 10:23 AM.
Chevy High Performance Magazine
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Originally Posted by Whitten
All about flow. The LSX is great with increased demads for air. The LS6 will begin to choke out the engine because it meets it's volumetric efficiency earlier than the LSX. That is why the LSX is recomended for people with increased displacement, larger valves, increased compression, heads cam packages, and large duration cams.
Very well said.
Chevy High Performance Magazine
Joined: Jun 2004
Posts: 34
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Originally Posted by marc_w
There's quite a different between the truck intake, and the rest of the pack, with the 212/218 cam.
Which 212/218 cam did they use - hi or low lift?
I might look into swapping mine out...
Which 212/218 cam did they use - hi or low lift?
I might look into swapping mine out...
Comp Cams XR265HR
0.522/0.529-inch lift
114 LDA
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Launching!
Joined: Jan 2003
Posts: 228
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From: Saginaw, MI
like how they used roller rockers too. must have found them in the back of the garage. makes the dyno numbers from before hard to compare to adding a cam.
Got the mag for another year for the '75 restoration/build-up for cheap. This month they work on the front suspention. I was hoping on some good stuff for restoring the old ride. Nope, buy all new stuff including drop spindles and have someone install the stuff. Great, could have got that from a Hyans manual.
Think its time to try another mag next year. Think I'll start my own, restoring the beater and drivers
Got the mag for another year for the '75 restoration/build-up for cheap. This month they work on the front suspention. I was hoping on some good stuff for restoring the old ride. Nope, buy all new stuff including drop spindles and have someone install the stuff. Great, could have got that from a Hyans manual.
Think its time to try another mag next year. Think I'll start my own, restoring the beater and drivers
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Verdad Gallardo Chevy High Performance Magazine
Joined: Jun 2004
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Originally Posted by DJ_951
like how they used roller rockers too. must have found them in the back of the garage. makes the dyno numbers from before hard to compare to adding a cam.
Still, I dig wrenching on these engines, so if you'll pick up the dyno tab, I'll be more than happy to do it.
Either way, I certainly appreciate your input.Regards,
HD
Teching In
Joined: Jun 2004
Posts: 3
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From: Atchison, KS
In regards to the truck intake being so different on the 212/218 cam (and basically the same as the LS1 on the others), it would be nice to see the power curves for each cam all on the same respective graphs. There's more to these combos than just peak HP/TQ numbers. I'd bet that the truck intake's curve is shifted "lower" than the others due to its longer runners and its design intent for truck applications. If that's the case, it may actually be the better intake for street applications. Peak numbers are great for bench racing, but it's those average numbers and the area under the curve that really matter.
Edit: I just read the last sentence of the "text" portion of the article - it says complete dyno graphs and average numbers can be found at chevyhiperformance.com. However, I can't find the link on that site - the "This Month" section still has last months mag. Anybody found the link yet??? Henry D, where'd you hide it at???
-Weave
Edit: I just read the last sentence of the "text" portion of the article - it says complete dyno graphs and average numbers can be found at chevyhiperformance.com. However, I can't find the link on that site - the "This Month" section still has last months mag. Anybody found the link yet??? Henry D, where'd you hide it at???
-Weave
Last edited by Weave; Jun 16, 2004 at 11:34 AM. Reason: took a look at mag article instead of posted figures
The ls6 intake is very good... like stated, it reaches its efficiency point of making power earlier then the lsx intake.
here are the pros and cons about lsx
Cons
with cam only motors, unless you spin the motor to a very high rpm, you will see no difference then the ls6.
If you have a bolt on only motor, stick with an ls6
to get max power from a car with lsx, you need a reason to flow air through it, so with that said, to see the bad *** side of the lsx, you will need added cubes, or FI, or a high spinning Heads/Cam and even spray motor
Pros
you can get very good flow up top
only thing better flowing after the lsx for big cube motors, are sheet metal intakes
tell your wife that since you purchased your intake, you now need more cubes to get it to work right
But bad thing about the FAST intake and throttle body is that it lays a HUGE punch to your wallet.....
But we keep lsX intakes in stock and people are buying them. With them on our cars that run on our chassis dynos, we have got results that are the same as the engine dyno results. Down low on heads cam cars, numbers are similar with the ls6 intake, but once you get into 5,000 greater, the lsx pulls away....
Gray
here are the pros and cons about lsx
Cons
with cam only motors, unless you spin the motor to a very high rpm, you will see no difference then the ls6.
If you have a bolt on only motor, stick with an ls6
to get max power from a car with lsx, you need a reason to flow air through it, so with that said, to see the bad *** side of the lsx, you will need added cubes, or FI, or a high spinning Heads/Cam and even spray motor
Pros
you can get very good flow up top
only thing better flowing after the lsx for big cube motors, are sheet metal intakes
tell your wife that since you purchased your intake, you now need more cubes to get it to work right
But bad thing about the FAST intake and throttle body is that it lays a HUGE punch to your wallet.....
But we keep lsX intakes in stock and people are buying them. With them on our cars that run on our chassis dynos, we have got results that are the same as the engine dyno results. Down low on heads cam cars, numbers are similar with the ls6 intake, but once you get into 5,000 greater, the lsx pulls away....
Gray
Launching!
Joined: Jan 2003
Posts: 228
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From: Saginaw, MI
[QUOTE]Short intro
Just wanted to say hello and introduce myself. I've been lurking the board for some time now and looking fwd to contribute to the community.
Best regards,
Henry D
Tech Editor
Chevy High Performance nice to see you on the board
Just wanted to say hello and introduce myself. I've been lurking the board for some time now and looking fwd to contribute to the community.
Best regards,
Henry D
Tech Editor
Chevy High Performance nice to see you on the board
I agree, Welcome aboard Henry D. I have a question for you. With the big cams, the truck intake made up alot of power compared to the small 212/218 cam. Is this a peak only gain, or full gains across the rpm range? At the lower rpm levels, how does the truck intake compare in torque VS the other intakes?
I'm going to find that mag during lunch. I'm glad you followed up that article CHP.
Richard
----
I 99% sure that the runner lengths between the LS1/6/X intakes and the truck intake are nearly identical. The truck intake does flow into the head at a different angle though.
I'm going to find that mag during lunch. I'm glad you followed up that article CHP.
Richard
----
Originally Posted by Weave
I'd bet that the truck intake's curve is shifted "lower" than the others due to its longer runners and its design intent for truck applications.
Launching!
Joined: Dec 2002
Posts: 240
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From: Prairieville, La
it says complete dyno graphs and average numbers can be found at chevyhiperformance.com. However, I can't find the link on that site - the "This Month" section still has last months mag. Anybody found the link yet??? Henry D, where'd you hide it at???
I didn't see anything indicating the LSX being the
"big boy" 90mm so I reckon it was the smaller TB
and inlet version. So that makes it only runner
differences and still it shows w/ the bigger cams
on same heads.
"big boy" 90mm so I reckon it was the smaller TB
and inlet version. So that makes it only runner
differences and still it shows w/ the bigger cams
on same heads.
Chevy High Performance Magazine
Joined: Jun 2004
Posts: 34
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[QUOTE=BigTex]I agree, Welcome aboard Henry D. I have a question for you. With the big cams, the truck intake made up alot of power compared to the small 212/218 cam. Is this a peak only gain, or full gains across the rpm range? At the lower rpm levels, how does the truck intake compare in torque VS the other intakes?QUOTE]
I just took a look at the numbers and the truck manifold did remarkably well across the entire rpm range.
I just took a look at the numbers and the truck manifold did remarkably well across the entire rpm range.