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also had to cut/trim my driver side coil relocation bracket so I could clear the fuel rail adapter.
the bolts that came with the bracket were also causing the intake not to seat properly so had to remove the bottom 4 and just keep the top 4. (Proform Valve Cover w/ brackets)
Is this on Corvette or Camaro. I'm testing the fuel rail one more time, then will place the lid on. I know the lid will have to flex inward as my heads are 64cc chamber. The intake realy flexed when I bolted it down.
Last edited by 1786 Vlogs SS; Mar 29, 2024 at 06:25 PM.
Is this on Corvette or Camaro. I'm testing the fuel rail one more time, then will place the lod on. I know the lid will have to flex inward as my heads are 64cc chamber. The intake realy flexed when I bolted it down.
I'm willing to bet that L.O.D intake will give up a ton of power below 6000, then really shine from there up .
It was a error, I ment to say lid. The LOD intake isn't sustainable I belive for NA power. Runners are to short unless you only plan to sit above 6500 rom alot, then maybe.
I like how the carbon fiber inlay on the intake matches your CAI tube. Really nice looking!
Thanks! Its hard to build that intake tube as you have to epoxy the MAF bung and PVC bung which i modified from a MAF bung to accept 6AN line, to the carbon tube, took lots of planning and measuring and cutting. I purchased it from Anvil. Took it for s spin last night and from 3500rpm up my fuel ratio use to be 12.9/12.8 and now is 13.8/13.9 up to 6500rpm. This is even when I add 1% more fuel just to see what it would do. So the intake is working, i'm lean so i'm getting more air. I'm going to add 3% more fuel and see what happens. Dyno is May 10, on a mustang dyno so yes numbers are lower than normal, but i'm at 3000 feet above sea level. Also My last Dyno was with a Fast 102, so this will be one of the first true test to compare. I'll post results.
It looks different because whoever was running the dyno did the new run (red line) in a different gear (compared to the green/blue runs). So your comparison is completely useless here.
This happens when people don't know how to operate their dyno correctly. Also there should be no good reason to have the X-axis in wheel/drum speed instead of RPM (unless of course again the dyno operator has no idea how to use the dyno).
Originally Posted by DJZ
I recently installed one on my A6 LS3 H/C Vette, results were a tad unexpected.
It made more top end but my low power band seems odd
Dyno graph
Results are in and there not any better than my stock ls3 intake. I gain 10hp at 5500 to 7000. Ok, it does look better, however there has to be some paramters to produce a gains with this intake in my opinion. My heads 235 cam combo netted no real change only 10hp, it did gain but I expected more. Does feel better up top. Mid feel the same even though the numbers are a tad lower. Here is the dyno. LS3 vs XS. Life moves on and so will I.
Update gents!!! Cracked a piston in Aug 2024. Built 417 Scat stroker. Look at these gains. If people are interested i have s tone pictures. I have the same intake as the one I started this thread
The dotted line is the Performance Intake, stock cubes 6 2L. 235 243 cam. Solid line is my 417 Stroker, thats the pictures i showed, with a 238 254 cam. I kind of wish i went with a bigger cam, but runs great, maybe in a couple of years bump it up. Made power everywhere so im happy. I also fully ported the runners this time the polished them. I also opened up the exhaust bowl another .120, as you can there is much of a seat there. Intake bowl is at 96% of the value size, so im happy.
You picked up only 16 hp going from a 6.2 to a 417? I feel like you have the wrong plots overlaid. There's no way man. The shape of the curves would not be identical between the stroker and the 6.2. I'd imagine the stroker would run much better than what is shown here.
Yup, its true. Dyno graph is not identical at all, it shows more torque and the torque line us way different so is the hp line. Again the cam is small and strokers add torque not much hp, unless you put in a bigger cam. If i put in high rpm cam you would see bigger gains. You know this is a mustang dyno, also the world's stingiest..im also at 2300ft. 478whpx 13% gives you dyno jet numbers and %12 gives you crank.
Dynojet numbers is 540 wheel hp and x 1.12 gives you crank at 604hp. You think 604hp is bad? Well its not. Ya im very happy and it pulls like crazy. Also i know my numbers are correct because my friend has heartbeat supercharger and he dynod on dynojet and mad 647whp and barley comes by me not until 4 gear, now he is traction limited. But even so, all that power means nothing if you cant put it to the ground. Also my rear gear is like 3.94, so that kills top end power a bit. Dyno is just a measure tool. My math is correct go check it yourself.
Brother I’m sure you ARE happy with your engine. I have no doubt it rips. It is stout. You’re taking my post as criticism and it was not criticizing anything. Obviously I struck a nerve.
No 604hp is not good for a 417. I’d put money that you’re more in the 650-660 hp range flywheel.
Yes I’m familiar with mustang dynos.
You gained 10% cubic inches with a larger cam and more head flow and only show a 3% gain in peak power and 3% gain in peak torque? No this does not make sense imo.
Did you put a dish piston in it or flat top?
Last edited by spanks13; Apr 13, 2026 at 10:37 AM.
No your good, your asking questions that i have thought as well after I hit the dyno last year. There flat top, -4cc im at 12.0 compression. The dotted line camshaft is 235/243 .623. Solid line is my 238/256 .630. I daily my car in a city so honestly i was scared to put in a bigger camshaft. I know.my camshaft is too small, i should be at 243 256 cam, i bet that would gain another 15hp. I might take it to another shop that has a good tuner and have him run the car out. I only have 22 degrees of timing from 5500 to 7000rpm, so that could be the issue, its too soft for my altitude and setup. I will report back in moth the results. But i feel cam is small low timing.
Every ls3 headed stroker and even my ls7’s we’ve done have made best power with 28-30*. Especially at altitude it should pick up a big chunk!
I don’t think the cam is too extremely small. There’s benefits to a smaller cam too the throttle response and drivability is extremely nice, and being able to cruise a bit more under the radar. I’ve had an ls3 headed 402 with a 226/242 on 117 cam and now a 427 ls7 with a 234/247 on 116. Run great, just not setting records.
Thanks for providing your insight, i booked dyno time for beginning of May ish. I also been digging around and ill switch to 93 and turn up the timing. I did forget that piston speed is alot faster so more timkng is better up top. I watched this video and it validates what your advising. Fingers crossed i can pick up another 20 or 10..lol
You tube channel that engine guy. He builds great engines and hes tuning a stroker and it likes 26 or 28 degress of timing. So will see.
Hit the dyno and made some gains with adding some timing, but less timing up top worked better. Leaning it out to 12.9-13.2 gained alot more power. This on a mustang dyno, results below. Dyno did show 485, however it changes it on paper.
Graph below gains from last year and bottom is overall gains from switching to a stroker.
Last edited by 1786 Vlogs SS; Jun 3, 2026 at 09:37 AM.
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