Single Plane intake which elbow do I use?
The Vic E I got from RamAir is fully ported and machined for the LTx bolt pattern and angle and I have the Nitrous Outlet 860 elbow and I'm going to put a 1" phleonic (sp) spacer and a ZEX perimiter nitrous plate on it. I wanted the single plane conversion because of all the N20 options and better air distribution of the single plane. I have $800 in my setup currently and I still need to buy the oilpump drive, Zex plate and 1" spacer plus misc fittings and AN ends for the fuel rails.
Has anyone done a single plane/LS style throttle body? That was my plan, but I haven't seen it done. I was planning on getting the 24x kit and using the LSx throttle body and the vic e intake. I'd also probably use an LS style MAF but I haven't really looked into everything yet, I'm completely redoing my suspension this winter and am planning on building a new motor next summer and installing it next winter if my job situation goes to plan 
Otherwise the 860 + vic E + 58mm TB would be my second choice.
Otherwise the 860 + vic E + 58mm TB would be my second choice.
http://advancedinduction.com/AiEngines.html
Not a victor intake.
Like I said earlier, most actually flow LESS then a quality dual 58mm LTX TB...but in certain situations you may benefit from the straighter shot of air.
I haven't seen enough back to back testing to see how much hp and how many RPMs you need to spin for it to be worth it, but for most people I would say its a waste of money.
FFB recently did the conversion but doesn't have much hard data yet...
Here are some pics of mine.
Vic Jr E Intake
Edelbrock Low Profile Elbow
FLP 90mm TB
I had the heads redrilled for the SBC bolt pattern from TEA. The throttle response is night and day from my old ported LTX intake and 58mm TB.
Vic Jr E Intake
Edelbrock Low Profile Elbow
FLP 90mm TB
I had the heads redrilled for the SBC bolt pattern from TEA. The throttle response is night and day from my old ported LTX intake and 58mm TB.
I was referring to the standard 4150 flanges, which are outflowed by a 58mm monoblade.
Here are some pics of mine.
Vic Jr E Intake
Edelbrock Low Profile Elbow
FLP 90mm TB
I had the heads redrilled for the SBC bolt pattern from TEA. The throttle response is night and day from my old ported LTX intake and 58mm TB.
https://ls1tech.com/forums/picture.p...ictureid=41074
https://ls1tech.com/forums/picture.p...ictureid=43923
https://ls1tech.com/forums/picture.p...ictureid=43921
https://ls1tech.com/forums/picture.p...ictureid=41078
https://ls1tech.com/forums/picture.p...ictureid=41076
Vic Jr E Intake
Edelbrock Low Profile Elbow
FLP 90mm TB
I had the heads redrilled for the SBC bolt pattern from TEA. The throttle response is night and day from my old ported LTX intake and 58mm TB.
https://ls1tech.com/forums/picture.p...ictureid=41074
https://ls1tech.com/forums/picture.p...ictureid=43923
https://ls1tech.com/forums/picture.p...ictureid=43921
https://ls1tech.com/forums/picture.p...ictureid=41078
https://ls1tech.com/forums/picture.p...ictureid=41076
Other than that your motor is very clean, how do you like the 24x? I'll be ordering mine in the spring when my suspension is finished, I'm just having a hard time spending more money on the harness than I am for a watts link
But I know it will be worth itCaprice, the AI setup looks good, but I think there are other options out there too, but a bolt on setup would be nice. I would rather see the setup with the water neck on the intake cut off, but I have a local guy that can do that for me at a decent price. I know its just a cosmetic thing, but if I'm going to be dropping a lot of coin on something I want it to look as good as it functions
Another one for the MAF, what are you guys using if any? I was thinking about getting the Z06 100mm or whatever size it is, I honestly can't remember. But having the LS1 computer would make that MAF easier to use IMO
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Verdad Gallardo Here is an actual dyno graph for this mod.
https://ls1tech.com/forums/lt1-lt4-m...ml#post5929007
I guess I'll see when my time comes. But when I do my switch I should have a new motor built. But if I end up doing the 24x kit in the spring (possible opti problems) I'll probably do the single plane/LSx throttle body/100mm MAF. That way its already done and I don't have to change the $850 wiring harness when my new motor is ready to install.
As expected you are ignoring the losses below about 5200 and focusing only on the gains over 6200rpms. With a pcm that handles over 7000rpms sure that might be fine, and you noted considering the 24x conversion BUT, IMO if you got better guidance in choosing an intake to use you could eliminate the low rpm losses and still see a gain mid too top. The popular intakes for this are rated to 8500rpms yet people want to use them on medium sized motors only going to 7000ish. Classic miss application of parts just like overcamming.
Caprice you make excellent points and I appreciate the link to the dyno graph which shows where the gains and losses will be with a single plane setup and to help with the low/mid range tq loses I'm running 4.30's in my m6 car so the gearing will help make up for the tq losses down low.
As expected you are ignoring the losses below about 5200 and focusing only on the gains over 6200rpms. With a pcm that handles over 7000rpms sure that might be fine, and you noted considering the 24x conversion BUT, IMO if you got better guidance in choosing an intake to use you could eliminate the low rpm losses and still see a gain mid too top. The popular intakes for this are rated to 8500rpms yet people want to use them on medium sized motors only going to 7000ish. Classic miss application of parts just like overcamming.
My new motor should easily spin to 8000 rpms (not saying I'm going to shift it there, but it should be able to rev that high). I have considered a dual plane intake with an elbow and LS style throttle body, but then I would have to drill the bungs for the injectors and the vic e intake already has all of that done. I'm still researching my options but I want to get away from the LT1 intake, and have had the dual plane intake bouncing around in my head for a while.
dual plane is a bad idea, the sole purpose of the dual plane is to increase torque, throttle response, and vacuum signal with a CARBURETOR. We do not have to limit the plenum size for atomization and vacuum signal with fuel injection. It makes sense to have the biggest plenum possible in a fuel injection application, hence the ITB stuff (unlimited plenum). I believe if the guy in the link above, posted by 96capricemgr, had his intake "corrected" from it's as-cast form it would have matched the LTx manifold down low.
dual plane is a bad idea, the sole purpose of the dual plane is to increase torque, throttle response, and vacuum signal with a CARBURETOR. We do not have to limit the plenum size for atomization and vacuum signal with fuel injection. It makes sense to have the biggest plenum possible in a fuel injection application, hence the ITB stuff (unlimited plenum). I believe if the guy in the link above, posted by 96capricemgr, had his intake "corrected" from it's as-cast form it would have matched the LTx manifold down low.
But your saying that if the guy with the dyno graph would have had his intake ported and cleaned up it would have matched the performance of the LTx manifold? Thats what I assumed, but want to be sure.
What some guys are doing to them with a grinder is pure art.
most aren't using grinders except in the runner, bridgeport on everything else since they're removing so much material. A fully done 2925 seems to be worth about .1-.15 over as cast. If you really want to get crazy on the plenum and start welding (see jake's brodix manifold) you'll see even bigger gains.
