on cathedral style ports (ls1-6-2) we have seen as much as 60 hp gains over ls6 manifold when on a large cube race engine.

I plan to test the manifold on a 427. At the moment it will be design for l92, ls7 and c5r heads

 

I don't know what it is that we (Harrop) could possibly have done to offend you, but it is clear that you have some reason to cause grief. Perhaps you work/know/like a company that considers Harrop a threat.

There are a lot of these manifold running on LS1/LS2's in Aussie making very significant gains over all other manifolds tried. What is the "making up ****" you are referring to?

 

Yep ... I absolutely agree that we should spend more time reading threads on our products. Unfortunately, I do not have the spare time available to jump on the forums as much as I would like, and consequently I don't get to see or hear of a lot what is written/said. This is the first time I have seen this thread in weeks.
However ... in our defence I do believe we responded directly & promptly as soon as we were made aware of the concerns you have had with this install, and it is my understanding that Mike is working through the issues locally and coordinating with us in Aussie. I was on the phone to the owner within hours of being told there was dissappointment.

Please feel free to respond if I am incorrect.
Also ... I can be contacted via ken@harrop.com.au or by phone on +61.3.9474-0900 if anyone wishes to seek technical support on any of our products.

 

Thanks for posting up Ken. Since there aren't many of these intakes around here, it would be nice if you could post up any things we should look for upon the initial install. We understand that this isn't just a bolt on and go intake, but if there are a few things that you might know about that we don't, it might help us out. Maybe it'll save us a headache or two.

 

prove me wrong

 

During the first weeks of '07 we will do a fresh install on a donor car and will be taking photos and notes for creating an installation guide (similar to the supercharger kits guide we have done). We have not previously found it to be necessary as the local installs are mainly into Holden-based vehicles. Presumably due to the increased quantity installed here (Aussie) compared to the USA there seems to be significantly more shared experiences and communication between the installers.
Historically, there has been some damage done to manifolds by the physical idle stop being incorrectly adjusted (changed from our factory setting) which may allow the throttle plates to 'broach' the bore when cold ... as mentioned in this thread. We have now implemented a solution which reduces the chance of bore damage from the throttle plates, and also enables the engine idle speed to be reduced to "stall" if desired.

There is no doubt that the tune of the Hurricane'd engine is critical and certainly not as forgiving as other manifold style tunes. We have a few of our customer's tunes which are available if required for comparison. There is something fundamentally wrong with the install or tune if the Hurricane does not outperform a FAST ... the evidence within Aussie of that is conclusive.

We look forward to getting your installation to the point that it's performance exceeds your expectations.

 

I really hope this works out for everyone involved. I saw a 69 Camaro on the power tour with the Harrop intake on a ls2 402 and it sounded great. I beleive they had the idle set around 750 rpm and it didn't lope or surge as much as my car with a TR224 with the idle set at 900.

The guys who built the car are located in PA, so you may be able to contact them and ask them what they had to do to get the intake dialed in. Here's their website:

http://www.gforcedesignconcepts.com/gallery/fuel

Just a thought.

 

Good deal.

 

This could be very helpful upon start up. I'd rather have a tune from a car that is "close" to mine instead of chicken scratch. What's the biggest cube motor that you would have access to as far as tune files go? Something from a 427+ would be great.

Thanks for posting up the helpful hints. I'm still at ground zero with my install, but plan to get it all put in just after 1st. Hopefully since my intake is new, no factory setting have been messed with.

 

I have just spoken to a 427 owner who is OK with me sending his file. His Holden Commodore is a daily driver and currently has over 530rwhp (even with the restrictive air boxes).
Email me when you are ready.

 

Our manifold (KINSLER.COM) is comming along. Final design will be complete pretty shortly. I am working on making the trumpets and filter assembly out of carbon fiber. Again the first run of these manifolds will be for the new l92 and ls7 heads. It should also fit the c5r heads.
Distinguishing features.
-It is a 2 piece manifold for fitment(2 seperate castings)
-Ported to match your particulay head. (even if it has an aftermarket CNC port)
-Differant injector possitions for race and street applications.


PM me with any questions you may have.

Kinsler.com
Thanks
James

 

James, will yours be able to compete, price wise, with these other manifolds? Most of the Carbon Fiber ITB's I have seen have been around $10k. The runners also looks fairly short as compared to other ITB's. Will that effect the power band, similar to how a sheet metal does?

 

Yes, the runner length impacts the power band (dramaticly).

The runners can be as short as about 11 inches to as long as you desire. We make them custom to customer request. I have measured Harrops and it is about 12.8 inches long.

Most every engine requires a differant runner length and volume. It depends on RPM, CID, and camshaft intake valve duration.


If the customer doe not know what he needs I can give him an estimation from expierance and a few calculations. LS series engines generally do well in the 10-14" range.

Price is targeted to be about 3800 U.S. dollars.

Intake manifolds and fuel injection is all we do.

Thanks
Kinsler.com

 

Any updates?

 

To Argon Z. When you quote runner length is that including the head?

 

no that is the intake manifold runner length only.

With the runner lengths we offer the 2nd and 3rd waves are generally used for peak power

 

I don't know from these post about 402's and 427's making 530 rwhp with huge cams, it just seems normal for the amount of money thrown into these setups... No one has mentioned torque yet... There are certainly people making that power with fast setups and those cubes.

I can't wait to see one properly set-up...

Beast, I'm dying to know how your set-up is coming along, wanna borrow a digital camera? "Us little people like to see these high dollar set-ups progress."

I'd love to have one on my 346 with a hellion cam, but if it's going to take 3 weeks worth of labor to tune it, I might as well say to hell with it and put in a smaller cam/fast, then up the jets 50 horsepower.

How many hours is 30th something with the black ta into it for?

 

Do your measurements include the intake port length (inside the head)? I am guessing that the intake port itself is about 3-4"long.

And do your runners have any taper?

 

He, quite literally, JUST answered that. The runner length measurements do not include the cylinder head.

 

I help 30th at the shop. I am kinda like his apprentace. We have countless hours into this intake. I really think it will be worth it when it is all said and done though