LS6 intake manifold restriction?
12-15-2005, 06:21 PM
#23
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We found the ls6 intake to work great on our 1st motor from w2w but it was a stock style ported head and a hydro cam and made max power at 6000rpm, when we freshed the motor and went to solid roller and our awesome all pro heads we needed more air to support a motor that makes max at 7500rpm. Mike brown is still using a ls6 on his CE with no problems and that thing is gotta be 1000 rear wheel! Plus we never had any leaning out of the back cylinders even when running 30psi on the first motor. Just my .02 of our experience.
12-16-2005, 04:01 PM
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thanks for saving me a wad of cash!
how about runing an ls2 intake with a nick williams throttle body?
would that be a logical upgrade from a stock tb and an ls6 on a boosted application?
how about runing an ls2 intake with a nick williams throttle body?
would that be a logical upgrade from a stock tb and an ls6 on a boosted application?
12-16-2005, 04:07 PM
#26
i know alot of people were complaining about the LS2 not flowing well on NA apps but obviously with FI its different.is the ls2 intake larger,ie runner voume etc?And remember its not a bolt on deal either.There was a 425 TA in the shop i go to with an LS2 intake with tb and it had mods to the fuel brackets as well as coolant crossover pipe.
12-16-2005, 04:18 PM
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Originally Posted by ddnspider
have heard alot about what you experimented with about the back 2 ports.But if you have a sufficient fuel system i would think or at least hope you could get around those 2 cylinders being lean especially with a good tune.So what i gather is that even though itll never get to the point that the intake itself will become a big restriction itself, there is a point where itll stop being capable of flowing all the air that your trying to push especially at higher rpms.Good discussion.
Motec and some others have options for ignition and fuel trims for individual cylinders.
The knock retard is different for each cylinder..
Alternatively those w/o a standalone can run a J&S Safegard. It is probably a great idea on any FI or N20 engine w/o a standalone.
12-16-2005, 07:36 PM
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I'm still considering the weiand... There are two reasons that probably dont apply to others..
1. Offroad use.. The cast aluminum is tougher...
2. Alcohol fuel.. A little intake heat is a help.. According to EAP and a friends dynomation... A little intake heat will help the atomization at idle and low rpm..
Kind of unique reasons related to how it will be used and fueled..
1. Offroad use.. The cast aluminum is tougher...
2. Alcohol fuel.. A little intake heat is a help.. According to EAP and a friends dynomation... A little intake heat will help the atomization at idle and low rpm..
Kind of unique reasons related to how it will be used and fueled..
12-16-2005, 07:47 PM
#31
Originally Posted by V8_DSM_V8again
I'm still considering the weiand... There are two reasons that probably dont apply to others..
1. Offroad use.. The cast aluminum is tougher...
2. Alcohol fuel.. A little intake heat is a help.. According to EAP and a friends dynomation... A little intake heat will help the atomization at idle and low rpm..
Kind of unique reasons related to how it will be used and fueled..
1. Offroad use.. The cast aluminum is tougher...
2. Alcohol fuel.. A little intake heat is a help.. According to EAP and a friends dynomation... A little intake heat will help the atomization at idle and low rpm..
Kind of unique reasons related to how it will be used and fueled..
1dirtyZ and UnderPSI.....glad i started this thread then.I had a notion of if it mattered but wanted others opinions as well.
