i agree w/ this and this was basically what I was getting at. Everyone quotes cfm on throttle bodies, but everyone also flows them at different depressions, so impossible to have an apples to apples. I do know this, on a big efficent motor like yours, there is almost no way to go too big. Also the notion that the inlet size being the restriction vs a same size throttle body is false. An open hole flows a lot more than the throttle bdoy. I would do a couple hits at the track first before changing anything and then try a bigger tbody before swapping entire intake. Also, what length runner is in the PTR intake? I know they offer 3 lengths. Am guessing it's already the shortest. I do think the CID will pick up over what you have, but I also think yours w/ a bigger throttle body and maybe some runner taper work will get you close and probably have a wider powerband.

 

Dave, I have the short ones in.

 

Have you played with the timing in the motor ?

 

Yes the tuner did.

 

Sorry ....I went to sleep around 8 pm....

Dave Pretty Much Covered it... Run the Truck 1st get it Dialed in ... Do that 1st.

What Erik told you...is the Same thing we talked about...and Same answer, 4500 with the CID intake or High Ram. This Video shows the small difference using your Tunnel ram vs....

this Video Shows the basic difference of a Front face TB vs a top mount TB...Here's the Kicker 👇🤔the Dual 4150 TB setup is just a 4500 TB sitting over Each runner..So it wouldn't Lose much with a Single 4500...

https://www.holley.com/blog/post/dyn...our_ls_engine/



From your Friend... I'd say have a 4500 Top made for your intake you have Now...But I don't think it Would still allow for the Port Entry to get Big Enough Vs the CID or Holley. But a Smart idea As we Know the 4500 and Air coming in from the top Doesn't have to change direction. 4500 vs a 105 mm TB same intake = 🤔+💭

Sounds good in Theory...also not having to Buy another intake..... Just a thought and seeing some Differences.

Those test with the 468 in the Vette was good yet the Carbon fiber intake had A lot of Work done after the Fact vs the just Port matched Hi Ram. I forget the guys Name...

From Erik Koenig.....
👇
The Thing Wants Air all that's Possible you can't Give it Enough of...

You've got a Bigger than Normal Air Pump 👍

 

Run it! Then Work on Improvements with Documenting every Change.
Good or Bad for Reference. That way you can See and know What new parts Help or Hinder your ET or Trap speed.
👍

 

Yes I plan to do that. I've got a different motor, different transmission, different stall, different gear ratio, different shocks, and travel limiters. First trip to the track we are just making 60' hits while we dial in the suspension. Once I'm satisfied then I'll make 1/4 mile passes.

 

Sorry, not trying to be a I told you so'er but, I suggested to you a long time ago before you bought that intake you should get the CID and a 4500 Accufab throttle body for that monster. Our little 427 picked up 49HP and 67 torque with only changing those 2 parts. Its a fact. That intake just flat out works. Our motor peaked at 6800 on the dyno as well. But I can tell you first hand that it pulls like a freight train past 7600. We tried all the different size torque converters and once you get that right, spinning it higher will do nothing. Look at it this way. If you don't need to spin it as high to make the power you want. Why do it? Your longevity will suffer the higher you go. Cut a hole in the hood and put a lexan scoop on it too.

I'm with you. Dynos are a tuning aide, nothing more. We had to put way more fuel to it at the track. There is absofuckinglutely nothing better than tuning at the track for MPH. and get the MPH maxed out and everything else will fall into place as long as the chassis will allow it.

I would call John at CID before you just buy an intake, and talk with him first. If Eric hasn't tried other sizes. He may recommend larger than a 4.5 inch. He recommended a 5.5 inch and the 8500 Accufab for our 427 with his heads. He's dynoed the **** out of everything as well as track results too. You can have it all done up from him by BES or have work done to that intake by other several vendors, and they will make even better improvements. We have the intake. Life's puzzle is causing a delay in getting the heads for now. Then comes the shaft rockers. 6 grand for the Jessel Pro's. Dam It. But I'm a patient man when I want something.

When we ordered the Intake, and since it is a nitrous motor, he put the injectors up on the upper pedestals and the fogger nozzles in the lower pedestals. He said it helped blend everything and made significant improvements. We have a 4 inch with a 1100 dominator and a IS Sledgehammer Plate on our motor now in which I was talking about earlier. The Sledgehammer seems to be the best plate for the CID from what we found. Tried several. Couldn't be happier with the results. All the plugs are very happy with no individual cylinder timing adjustments. Pretty impressed by that alone.

I would stick with the 4.10's. That motor will have plenty of power to pull them and will calm the launch down and create an incredible 60ft providing you have enough shock to handle it. Shocks as well as getting the converter right are both critical. We have a Coan as well and love it. Very fast turn around if needed. We run Menscer shocks. Absolutely no need for travel limiters with them.

 

Yes sir, I remember you recommending the CID/4500. Lesson learned

 

If Your Racing? Not a DD 👉It Wants Air.......as Shown with the GPI testing and a Stock Ls3 wanting a 6500 Accufab with the CID @ 8800+ rpm.

What's been Said still holds True.
Holley's Good to 7500 CID is For 8000+
Darin Morgan 2017 testing or What ever Yr the CID was introduced. GPI showed that yrs later, Air pump doesn't change. 4500 thru 6500 TB is Always a Plus Vs Any 105-118mm Tb If your Wanting power and Not Confined by a Hood.

Some of this Is Racing Basics...and thinking the entire Plan out...But your Good as is with Room to Improve after the Baseline.

 

That monster is going to want some air, regardless of where its rolling. Lol

 

I went thru the same thing till we got it right. That's why there are three intakes as well as 3 carbs still sitting here till we found the right combo. Lol. I feel your pain. Our gains and current intake are as cast too. Since its carb, we felt like that might be the way to go. Also have a 2" Wilson tapered spacer under the carb and a 1 inch burst panel between the spacer and the plate. Won't use the tapered spacer when we go FI. Sits pretty high but works very well. Distribution is excellent. We also have a pile of shocks and converters Lol. So I really feel your pain. Lol

Best of Luck to You on whatever you decide. I'm sure its going to be a beast with whatever you use.

 

Lol I to have a huge pile of spare parts: cams, intakes, throttlebodies, rockers, stalls, transmissions, gears....etc. The good thing is I recently bought a street S10 that will be getting a lot of these parts.

 

Oh man that is a slippery slope. Next thing you know, this happens. And your not sure which vehicle the Summit delivery is for!

 

Is there water in the bottle on your bike?

 

We're enablers

 

Enablers??? How about PROVIDERS!!!
LOL

 

I had 2 different individuals same heads and rockers, both peaking early and breaking up past 6600. I had both remove those YT and replaced them with OEM LS7s with a trunnion and corrected their issue. Just sharing what I ran into. I'm not a fan of a heavier rocker. Many will disagree but on a build that you are not spinning to the moon an OEM will do great at 7500+. Shop manager here stock OEM rockers with a trunnion we spin that sucker to 7700.

 

I don't know how many times a guy can get this point across but people just don't listen....

 

It does help that Tony is in love with them and uses them on all his builds.