The F.A.S.T. intake won't work because the oil pressure sender/switch is right in the way. That is why the ls4's intake has the bottleneck.I was working on getting the LS1/LS6 intake to work but ran into many problems with the sender boss, the DoD connecter interfering and the vacuum port on the back of the intake. The vacuum port interfers with the P/S reservoir. Now if you used edelbrocs victor manifold for fuel injected applications and a throttlebody adapter (to mate to the square flange) you would have a kick *** intake that might only require a cowl induction hood to work. I have a thread here with pics of my LS4 disassembly.

 

Thanx for the info but I already knew that the Ls1/Ls6 intake wouldn't for the Ls4. My question was why doesn't F.A.S.T. make one specifically for the Ls4 and fix that oil pressure sender/switch location, thus operating like the factory without any problems.

 

Because FAST doesn't make oil pressure sender relocation kits, they make intakes and throttle bodies. Its not their problem, and LS4 intakes are not in high demand.

 

Well sooner or later someone gonna develop real performance boltons for these engines.GM is not letting go of this new and advanced engine like the LS1/LS2/LS6, I believe that they are putting a LS4 into the Lacross so that means that theres gonna be alot more of us on the street, I could be wrong but isn't the new Camaro going to come with several trim levels and one of the levels might be a small V8 like the LS4, if true then because of the Camaro were going to have Companies developing lots of boltons for the LS4.

 

Hey...I don't mean to go off on you (again) but you need to get some things straight.

First, the LS4 is based of the 6.0L LS2. The LS4 is a Generation IV engine, fitting the L92 architecture, with its family members being the 6.0L LS2, 6.2L LS3, 7.0L LS7. Fortunately, we do have the 243 casting (cathedral) LS6 heads for good performance, as they fit all LSx blocks. The LS1 and LS6 are Generation III engines, that do not share the same structural architecture and design as the Generation IV engines.

Everyone (using that term loosely) here in the LS4 section has far off dreams that GM will come through and support a large after market for these cars. Reality check: The Monte's are dead (last production unit was finished this year); The new RWD impala is already waist deep into track testing; Pontiac is on its last ditch effort with the G8, all of which signaling the near death of the old and subsequently obsolete w-body platform. And recently, how many hot rod Buick owners are there looking for a SBC sedan? After the death of the Regal T-type/GN/90's Regal, mostly kind, gentle old folks buy buicks. Some guy in his muscle 20's and 30's will not want to roll around in a grandpa's car, not because its a Buick; bu because that is the stigma it carries--Sorry.

So therefore, GM is not at fault for a lack of performance parts, they are at fault for a dumb design and the killing of a breed. Performance companies have to have market foresight (read: high demand) to develop sufficient product to satisfy the market (read: mods). It's simple macroeconomics; ~300 members on a internet forum chanting for more parts does not justify the spending of tens of thousands dollars and hours in R & D, one-off production, engineering, and FINALLY; a company creating a part worthy of putting on the car. LS1/LT1 camaro owners outnumber us about 50,000 to 1 here...and their their existence justifies grandiose aftermarket support.

As for the 5th gen Camaro, the rumors I've heard point to a middle-optioned V8, below the mighty LS3. The middle engine would probably be based of a LQ family vortec truck engine, with different intake and exhaust manifolds. The LS4 is configured quite differently for it to fit directly into a RWD car.

Sorry if I stepped on any toes here; I had to stop the spewing of misinformation that is rampant in the LS4 section (not at all referring to one member).

Rant over, carry on.

 

I already knew all about our 4th gen motors and what we have and who we share it with,and the after market is not backing up these limmited production cars so f%@k them.Time to buy a real V8 car that is backed up by the aftermarket.......Waiting for the new retro GTO,hopefully convertible...............stock cars are for pussies and frankly I'am starting to feel like one.

 

at the reading of 88% the tb is wide open. ALL throttle by wire gm cars read this. the only way to change this is the PID settings in hpt to read 100%. this is more for the end user and some sort of half *** gratification.

 

Don't sweat this...my LS7 reads 88% at WOT too and it's all the open!

 

I think its the mathematical value of efficiency that the ECM reads. The engine is at 100% throttle (WOT) but is technically only 88% efficient due to entropy, friction, heat, atomization, stoich ratios, AFR....