https://www.facebook.com/BrianTooleyRacing/photos/pcb.1720183811426341/1720183744759681/?type=3&theater

 

It would be more interesting to see wideband data for all 8 cylinders to demonstrate any advantages with respect to more consistent AFR distribution.

Andrew

 

 

Don't forget it looses torque throughout the curve as well.

 

 

 

Depends how fast you go and what rpm's you use...and where you shift.

But the losses below 6k...and perhaps more importantly even in close vicinity to 6k, ie 5000rpm...do seem quite substantial. But yes it definitely does look good.

 

Like I said before, these types of intakes are for max effort race cars which turn motorcycle like rpm, or for those who will buy an intake simply because it looks cool. Not bashing the product, as it does have its place. But for most street cars (genuine street cars), can't really see the benefit.

 

Guess you missed the part about expect maybe a max effort with a really loose converter. As I stated for the masses it doesn't appear to be a good choice unless you want to be the guy that cant figure out why his HCI car is so damn slow. You all know we all see this at the our local tracks all the time.

 

nice.....now time for some na results.

it's good.....we don't need anymore low end intakes. Besides to really do this intake justice it likely needs a cam that will run to 7500ish...7800ish something in that range.

now....done right if it's cammed for that...runs to that......you get to put more gear in it. Gear mutiplies tq. Realistically you won't lose **** then and will have a engine that will flat pull.

On top of that if you left things as is and calculated average power on the shift extentions id pulling gears at 7300-7400 as this dyno would indicate then average power is for sure in the btr intakes favor.

i don't give much of a **** about tq at 3k rpm. I don't race there and it will still have more than enough power to pull itself around. Very seldom am i ever at wot at 3k rpm...or even 4k rpm. If I'm in a position to roll race i want the hit above 5k rpm.

 

 

One can only assume losses n/a will be even larger, and any potential gains smaller.

it needs longer runners.

 

Like i said....cam it to run to 7500- 7800 and profit.

i would like to see it compared to some other intakes than a ls6 intake tho......msd maybe. But atleast this is a higher rpm intake that can fit under a fcar cowl.

 

If we can compare to previous tests for intakes....it'd look like the MSD or even FAST would blow it away everywhere below 7k....and maybe not a lot of difference thereafter ? Who knows.

 

 

The tests were on a boosted application.

 

Perfect for a high winding race motor or a big cubic inch stroker with big heads, this intake is going to find it's happy place and rock. No way will the MSD or FAST intake hang with this puppy on the right engine builds that will work with this.

As for street based motors that spend more time from 2500rpm to 6500rpm - the factory intakes do pretty well in that area if you take average TQ/Hp under that curve. FAST and MSD will make a few extra up top (while not giving up much if any in the mid range) but IMO they will choke off power right where the BTR is singing the song of its people.

For applications I will be into, I don't see the value in FAST/MSD intakes myself, because where they show any worthwhile improvement is right where the high rise, the ITB's and the BTR intakes start to shine, and you typically need to drop off a little bottom end TQ on those serious cube engines for traction. The only intake I have seen beat a factory LS3 producing a genuinely fatter power curve is the Edelbrock twin TB cross ram - which hangs right down low, and starts to climb from 3000 up above the LS3 - which is itself a step up from the LS6.

The cross ram twin TB justifies its price IMO for the 6500rpm motors - especially under 7L. The FAST/MSD intakes, I'd keep my money and simply add another 1psi, and make more power everywhere than they will over a stock LS3. That BTR intake will be a winner on applications like a 7500/7800 mid sized LS or even a 7000rpm 440c.i. build where you can't fit the hi-rise tunnel ram style EFI intakes.

Anyone thinking of putting that on a 6500rpm 6L street motor for looks should look at the 100hp lost at 4500rpm.... lol Yes, you'll notice 100hp lost down there

 

Time will tell what it can or cannot do.....hopefully there will be some testing.

The losses at the bottom end really do seem huge though

 

i don't think that 100hp loss is applicable or even accurate. It's to much. Besides....if you choose to run the smaller tb that loss is on you. Not the intake. Run the larger tb....it was better.

And like i said....if I'm racing at 4500rpm I'm doin it wrong anyway.

 

Stevieturbo: True - but look at the way that curve climbs up top - it's begging for more air

HioSS: The 100hp loss at 4500rpm was with the 102TB ;-) Totally agree that is not important for the serious guys like you - you rpm high enough and gear down enough for none of that to matter. It matters when people try to look like you on their budget builds and think they can run hard on their 6500rpm 6L because it has race intake, then wonder why a stock LS3 blows them away.