Fiber Tuned Intake Review with pictures
#142
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Hmm wow. Not sure what to say about that. I suppose it still doesnt mean that it doesnt make power. Just not for how you're currently setup.
Do you have a dyno sheet of this engine somewhere? Also, where do you shift right now.
I would still really like to see what this intake does to a similar engine's power band.
Do you have a dyno sheet of this engine somewhere? Also, where do you shift right now.
I would still really like to see what this intake does to a similar engine's power band.
I will fix my FAST tomorrow and have it back on for Friday or next Wednesday and peel off some passes just to make sure that there isn't another problem. Tune is spot on and AFR's were between 12.5 and 13.0's, same as before (after retuning it on the street). Timing was solid at 24* and even tried giving it another 2 degrees down low which didn't help at all.
I will try to get on a chassis dyno and get a power curve in the next couple of days. Maybe spin it to like 7600 RPM.
#145
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I have seen some shorter runner manifold testing where the only thing accomplished was a big loss in low and midrange torque with zero appreciable gains in power (and sometimes losses upstairs as well). It's not always a given that a shorter runner will make more power higher in the RPM curve....alot of other factors come into play. They may be tooo short and an inch longer might have made all the difference. Tuning/designing manifolds is a very complicated science that requires a ton of hardcore dyno time and experimentation.
Whats most troubling to me is the trap speed down so much....60 foot times dont effect trap speeds.....only ET. Trap speed is simply power to weight ratio....the simplest and most effective way to determine whether peak power is up or down besides hitting a dyno. That much lower trap is indicative of a big drop in power....50 HP assuming the same density altitude (which is a BIG variable here guys).
Hence we are back to my first suggestion where I emphasized the importance of first getting this new combination on a chassis dyno....tracks have too many variables and we need to see and compare power curves.
Carlos....give me a buzz manana at AFR if you have a minute....and dont throw in the towel just yet, but lets book some dyno time sooner than later if you want some real answers.
A+ for effort man....a lot of people were rooting for you tonight!
-Tony
#146
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Well tony ur right, Im surprised he didnt pick it up on the big end. I actually have the same issue (or fate) down low. LS3, gmpp spider, accufab 4150. I dont start picking up pwr till 4400 thru 7300 which forces me to leave harder and higher. I agree that some drum time would be good.
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damn that does suck. 4 mph is huge. I just sold my ported fast and went with a ported GMPP intake and accufab 4 bl throttle body for my car. I hope it dosent turn out to be a mistake. Good luck getting yours dialed ln Carlos
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Hi Carlos,
Hygrometry is an important factor on track, and yesterday night humidity was very high in South Florida.
Over-all your VE table might be an indicator already...and you may expect to monitor some changes where the intake is adding or missing.
Versus VE don't hesitate to rebalance your Timing Tables.
Higher VE meaning more efficiency, following the rules you will have to diminish your timing in those places and go the opposite way with less VE.
Ideally, you always want a reference point for any compare (dyno are good for that purpose!!!) and the ET of other competitors last night (meaning they run their cars in constant conditions without modifications time to time) might be a good starting point to understand how Moroso performance was last night.
I am not in engine design enough to know what kind of effects this intake will produce vs. a FAST, but it is obvious that it is changing many parameters that needs to be considered.
Mainly, congratulations to open new directions in a so controlled way with honesty and for sharing your obtained results.
Christian
Hygrometry is an important factor on track, and yesterday night humidity was very high in South Florida.
Over-all your VE table might be an indicator already...and you may expect to monitor some changes where the intake is adding or missing.
Versus VE don't hesitate to rebalance your Timing Tables.
Higher VE meaning more efficiency, following the rules you will have to diminish your timing in those places and go the opposite way with less VE.
Ideally, you always want a reference point for any compare (dyno are good for that purpose!!!) and the ET of other competitors last night (meaning they run their cars in constant conditions without modifications time to time) might be a good starting point to understand how Moroso performance was last night.
I am not in engine design enough to know what kind of effects this intake will produce vs. a FAST, but it is obvious that it is changing many parameters that needs to be considered.
Mainly, congratulations to open new directions in a so controlled way with honesty and for sharing your obtained results.
Christian
#149
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I'd be curious to see on a dyno what you see with a fast vs this intake, the track results are dissappointing to say the least.
Making me, and probably alot of people look @ other options that's for sure.
Definately try to get some dyno results with both intakes on the car, that will definately tell the story. I was originally supposed to do that test, but it never happened... at this point I'm kinda glad.
Making me, and probably alot of people look @ other options that's for sure.
Definately try to get some dyno results with both intakes on the car, that will definately tell the story. I was originally supposed to do that test, but it never happened... at this point I'm kinda glad.
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Ideally, you always want a reference point for any compare (dyno are good for that purpose!!!) and the ET of other competitors last night (meaning they run their cars in constant conditions without modifications time to time) might be a good starting point to understand how Moroso performance was last night.
#154
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For those that are confused about this, for some reason I have never been able to go to the top of my transbrake. At about 4200 RPM or so, the car pushes thru the brake, so I have to launch below that regardless of spray or NA. But that's another problem that really hasn't been an issue. It would be nice to be able to launch higher than that on motor but it works out fine for the bottle.
Thats where the shorter runners where likely going to hurt the combo....this isn't surprising at all actually.
I have seen some shorter runner manifold testing where the only thing accomplished was a big loss in low and midrange torque with zero appreciable gains in power (and sometimes losses upstairs as well). It's not always a given that a shorter runner will make more power higher in the RPM curve....alot of other factors come into play. They may be tooo short and an inch longer might have made all the difference. Tuning/designing manifolds is a very complicated science that requires a ton of hardcore dyno time and experimentation.
Whats most troubling to me is the trap speed down so much....60 foot times dont effect trap speeds.....only ET. Trap speed is simply power to weight ratio....the simplest and most effective way to determine whether peak power is up or down besides hitting a dyno. That much lower trap is indicative of a big drop in power....50 HP assuming the same density altitude (which is a BIG variable here guys).
Hence we are back to my first suggestion where I emphasized the importance of first getting this new combination on a chassis dyno....tracks have too many variables and we need to see and compare power curves.
Carlos....give me a buzz manana at AFR if you have a minute....and dont throw in the towel just yet, but lets book some dyno time sooner than later if you want some real answers.
A+ for effort man....a lot of people were rooting for you tonight!
-Tony
I have seen some shorter runner manifold testing where the only thing accomplished was a big loss in low and midrange torque with zero appreciable gains in power (and sometimes losses upstairs as well). It's not always a given that a shorter runner will make more power higher in the RPM curve....alot of other factors come into play. They may be tooo short and an inch longer might have made all the difference. Tuning/designing manifolds is a very complicated science that requires a ton of hardcore dyno time and experimentation.
Whats most troubling to me is the trap speed down so much....60 foot times dont effect trap speeds.....only ET. Trap speed is simply power to weight ratio....the simplest and most effective way to determine whether peak power is up or down besides hitting a dyno. That much lower trap is indicative of a big drop in power....50 HP assuming the same density altitude (which is a BIG variable here guys).
Hence we are back to my first suggestion where I emphasized the importance of first getting this new combination on a chassis dyno....tracks have too many variables and we need to see and compare power curves.
Carlos....give me a buzz manana at AFR if you have a minute....and dont throw in the towel just yet, but lets book some dyno time sooner than later if you want some real answers.
A+ for effort man....a lot of people were rooting for you tonight!
-Tony
I'll give you a call after you've had a chance to drink your Mocha Frappuccino this morning.
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Sorry about the results Los, I was really hopin it would work out for you! Offer still stands if you wanna do some back to back testing between the three style intakes to borrow mine since it's off the car, i'll help ya out with the swap if you want and you can see if it works better for you and then be able to make a decision on if you wanted to go that route, just let me know bro!
I really do appreciate the offer though Dev.
No FAST LSX on the horizon for us cathedral port guys.
You've got mail.
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Well damn, i was all excited to open this up and see some good numbers this morning. someone get some back to back time on the dyno to see if we can justify the crap track times.
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Will the short runners affect FI positively or negatively?
#160
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Here's one of the last passes that I made with the FAST. Disregard the WBO2 spikes. My sensor was going out on me and I replaced it since then.
It should rock under pressure.