"And who do you recommend for a custom ground cam that can get over 450rwhp with the fast 90/90"?

Ed Curtis, flowtechinduction

 

This is interesting; Has anyone tested these? If it works, it would certainly make it easier to get a some extra power without having to sacrifice any low end torque AND having to spend $800 plus for the intake

 

https://ls1tech.com/forums/cadillac-cts-v-2004-2007-gen-i/478260-who-running-aftermarket-throttle-body.html

From Ray Kirkman:

"
I have been working with TPIS on throttle bodies. TPIS owner, Myron Cottrell, is a long-time friend; and I disclose this as I am not entirely objective in the following comments.
TPIS modified the LS6 intake to accept an oval 90/74mm throttle body, which produced an additional 18 rwhp on their test CTS-V. I tried it, and it had an anoying intake whistle which was not present on CTIS's CTS-V. There was a feeling of increased power over the entire rpm range.
Then I went to a TPIS ported-stock throttle body. TPIS claims 8-9 hp increase with it, and my seat-of-pants dyno confirms a nice, but lesser, power increase. No driveability problems with over 5K miles.
TPIS has now figured out a way to mount the LS2 90mm intake to the LS6 manifold. I just took delivery of one of these modified intake manifolds and will mount a stock LS2 throttle body on it next week. My guess is that it will increase power in the vicinity of 18-20 rwhp. To mount the LS2 throttle body requires some wiring changes; and TPIS offers a wiring harness for this problem. It is nicely done and looks OEM.
TPIS has a proprietary billet 90mm throttle body which produces about the same peak rwhp as the LS2 90mm throttle body. According to TPIS the billet throttle body has much crisper mid-range.
IMHO, the LS6 manifold matches a FAST intake at most rpm levels on a stock displacement motor. It is also far cheaper. Check out www.tpis.com. They have printed a magazine article where they extensively tested intake combinations.
Again IMHO, many tuners of LS6 motors overlook the benefits of larger throttle bodies. Once you open up the exhaust with headers/cat back, a throttle body change makes a lot of sense."

http://www.tpis.com/index.php?module...ed+LS6+Intakes

Looks like $350, plus having to buy a 90mm TB ( $499 ) and do NOT forget having to tune for it.

Sounds like a plan vs. paying $1200 for FAST if you own an LS6 intake now...

 

That's cool stuff;
$350 to modify my intake would be far better if the hp gains were even close to the Fast 90 intake and the low end torque remained. I noticed a lot of guys running the LS2 TBs even though they're a challenge to hook up. Are they cheaper than the TPIS and Fast TBs?

I've been dyno tuned for my H/C setup; do you think it would be necessary for just the addition of a TB? (intake would be the same volume)

 

Take a look at our web site. You will find a series of LS manifold tests. pay particular attention to the overall power not just the peak hp.
you need more air than the 80mm will provide on a stock LS-6 intake.

www.tpis.com

myron c

 

You'll need the tuning to handle idling too. Looks like a killer deal to me, I just assume go with the TPIS 90mm, no 'bugs' to worry about. Although you can get a Nick Williams TB for $370 from byunspeed.com. I'm not 100% sure it will bolt up??

 

Im still thinking about the cam swap but not sure about the intakes. there is a great article on tpis's website showing dyno info with 11 intake swaps.

link to article: http://www.tpis.com/plog/index.php?o...Id=14&blogId=1

the ls6 with the ls1 75mm t/b put down 498rwhp and 446rwtq on whatever motor it was. Now the modified ls6 with oval t/b put down 510rwhp and 446 rwtq and the modified ls6 intake with 90mm t/b 507rwhp and 445rwtq. Now the fast with a tpis90mm t/b put down 515rwhp and 448 rwtq and the fast with an ls2 90mm t/b put down 517rwhp and 446rwtq.

Well the fast obviously had the most power and it seems like selling my ls6 intake and tb would offset the costs to almost the same as a modified ls6.

 

One thing to keep in mind is the rpm that the manifolds listed above made those #s at. Most of the peak #s above were made at 6800-7000, which is quite a bit higher than most street motors are turning. The key, in my opinion, is to not only look at the peak rpm you are turning along with the rpms you are operating at most, and then make comparisons based that.