This is great! I've never read a thread half this long, I just read this complete thread, and I'm waiting for more! Great work guys Collins, Mamo etc.. I think Sean C is onto something, but I'd hate to go against tried true combo's! Keep it up guys!

 

yes, this thread has been very interesting but.... I think we really need to see zacks swaping of the intakes to make it an even more interesting thread

 

im sure it was somewhere in the last 13 pages, but what type or dyno is being used to test this at Texas Speed? Seeing the 460hp, i'm gonna assume it's a Dynojet. i really need to put my car on a dynojet so i can "compare" with the rest of the world that uses those things

 

I should also state that the FAST 90 does pick up over the LS6 in everything I've seen. I was pointing out that you need to optimize for it's cross-sectional area and tuner runner length to get the best average power. Notice I'm not talking peak.

 

does anybody out there have the FAST setup with stock heads and a decent sized cam? I'd like to see what you make because i just got down with my cam swap (Stock Heads) with an LS6 intake and im preety sure its going to perform as good if not better than a FAST intake cam only car, time will tell, stop ragging on Sean he knows what he's talking about and his results don't lie!

 

I have a 232 intake lobe, and Im sure it will slow down if I take my 90 off and put a ls6 on, thatsa rediculous statement.

 

Pretty sure? We like Data here, hard results, dynos back to back. ASSuming something with out the knowledge to back it up means nothing.

I picked up 10rwhp, and 8 peak Tq on a STOCK bolt on C6. I picked up over 20Tq at the wheels in some spots on the curve, never losing anything over the factory.

Sean, show some data, show some dyno graphs. All we have is your word, over the internet. Only a few people know you, no one knows your background, and no one knows your rough cam specs (LSA, Standard split, single pattern, reverse split, ect)

You can talk all you want, but at some point, you have to have proof of what you have done. You know what they say, a picture is worth a thousand words...

 

O.k., sorry Sean!!

 

What did it make then? We shall find out soon when my car is tuned and put on the dyno today

 

What did it make? YOU CANT COMPARE DYNO NUMBERS! It made 412 with the setup it ran times in my sig, on our Mustang dyno. Was no a clean pass though, so a similair cam size and weight car - Colins should be able to go faster than 11.3 or 122 mph

 

Cam Specs are closely guarded secrets around here. Worked hard to develope them.

data is all over this thread. start at page one.

Something was wrong with your stock c6. did you do any calibration work before you swapped the intake ??? If not and you did calibration work post swapping the intake i would bet thats where you found your Hp and Tq. the LS2 intake is a great piece of hardware with the right camshaft.Its picked up a bad wrap and i have yet to figure out how.

 

Wow, I just read this thread and I have to say that man you guys really jump on a guys nuts after he offers up test data that you don't like. His results don't like the FAST intake, others do.... so he does something different don't punish him because of that all you will get then is less results that are different around here.... but lord knows we all like lemmings around here.

FWIW Sean has two points on here that everyone should pay attention too.

1. He's right that IVO is very important. You might want to go ask UDHarrold on any forum you can find him on what his imput is on that. All the events of the intake are important in my book, I don't like to pick just one.

2. The intake design properties he talks about here are exactly correct:

Actually it looks like a change to the center piece of the intake (the neon green in the pic) would fix most of the problems here.



I agree that Keith Wilson is a smart dude, but remember he is not the only one who works at his shop and the FAST intake was designed for the Comp Group by them with CFD.... that can definately have flaws in it.

Bret

PS, **** I didn't realize this was on LS1-LS6 Internal Performance or I woulda never posted..... ughhhh

 

Hi Sean, I read all of the pages before I made that post, and there is zero data in here. No worries though, its not a big deal.

As for there being an issue with my C6? No, not really. It was tuned indeed before the FAST. Trust me, you are not talking to someone who leaves a stone unturned.

the LS2 intake does have issues, sure its on par with an LS6, but the minute you put a 90mm tb on an LS6, its game over. I dont know why, or how, or what for, all I have is dynos.

 

Have yet to try a ls6 90mm TB. If you are picking up power with a fast intake in general from what i have seen its becuase you have pushed the IVO to far forward. I have seen some phenominal power from the ls2 intake on 6.0 and 400+ cubic inchs motors. the ls6 does not live here.

 

wow this thread is calming down now, nice too see. i would not have any problem getting advice from S. Collins, Patrick g, Predator, Matt, and probably another that i missed. and anyone that did would not go wrong if they follow 'all' intructions from either person. Patrick g has provided help to a multitude of people for their different applications at no charge and could become a cam supplier if he wanted. Sean collins has not been here long and some people discard his opinion because of that. well that is their mistake and error. it is ashame that people base experience by how long you have been on the internet!? i thought it should be by years of experience and application. remember also that S. Collins is obviously someone who actualy builds cars not just someone who goes to joe's garage to get his cam or intake swapped. just for the record i'll state this too i don't know anthing about modifying the aluminum lsx series of engines but more than 99% of the people here. if we were talking about an old 350 iron block that would be a different story. i have a 355 roller motor on the floor of the shop that will break 10" tires loose at 120 mph. yes it does run on race gas, yes it will turn over 8,000 rpm and yes it is very expensive even though we built it. and yes it has won most of the races it has been in and won most series championships. i know what intake and cam works in that car. it seems i must ad this last part because i am an old guy and have not been on the internet hence most will discard what i say. i have however enjoyed reading some of the thread (recently learned that term) the other useless parts reminds me of myself when i was young and stupid.

 

This thread needs to die.Going too many directions.

 

maybe it just needs to start over lol

 

It is not because he hasn't been here long enough.
It is the fact that he has no data to back up his claims.

The major claim is that the FAST is junk, that the LS2 outpowers it and that he lost so much power swapping various ones on setups.

Too much data showing otherwise. It is possible that a "certain" cam grind is just not matching the dynamics of that intake, that can happen with heads etc...
But to say that the LS6 is superior as well as the LS2 is just not true.

Components mismatch, yes, I agree with that, everyone knows that one of the most common errors is doing so and making less power.

Now is the FAST "LORD" of all intakes, no. But it makes the power needed with the right cam specs and heads, more than a LS6 or LS2 (in stock forms).

The LS2 is a good intake but it needs modifying, ie: porting. The Aussies have proven that and once ported the LS2 does outdo the FAST. The aussies even designed a costom tool to port the LS2. Now that is innovation.

Bottom line, we go back to the magic word "COMBO". properly matched with the right parts, the FAST has it place in the market. still too darn expensive though.

 

what have you done (mod) to your c5 a4 ? if any?

 

You are the only one in the WORLD claiming a fast will not ALWAYS make more power than an ls1/2/6 manifold. I think you are ignorant. We all think you are ignorant. Just for making such a statement.