I think if i ever went with a different intake then stock i would pony up and get a fabricated one. With my turbo setup the intake isn't near as important as it would be otherwise. I dont need to spin my motor past 6,200 =]

 

What are you guys spending on these singel plain setups?

 

very intrested keep this up guys

 

Here is a single plan elbow for sale, its already tapped for vac lines. https://ls1tech.com/forums/showthrea...90#post7970190

 

For everything on a single plane setup?

I was about $2,000 for the whole shabang.

 

The Stealth Ram will work, you just have to cut a section out of the upper rear part of the plenum to clear the cowl. (Yeah, I know, easier said than done.)

I actually called up Wilson to get the lowdown on this intake a few weeks ago. They basically recommended against trying to use it on an LT1 because of the cooling ports issue. Composite cracks pretty easily when it gets too hot, so when they designed that manifold, they made it so that it utilizes both the front and rear coolant crossover ports in the SBC heads. Then they included a third coolant passage that runs the full length of the manifold and connects the front and rear lateral crossover ports. This was to minimize any hot spots from engine oil splashing the bottom of the manifold and to prevent the manifold base from splitting under load.

The price they quoted me was $750. After factoring in that, plus the extra fab work/plumbing you'd have to do to run coolant through it on an LT1, IMO it just makes more sense to stick with an aluminum manifold.

 

Wow I guess that stuff adds up fast.

 

dont you have to get the mounting holes on Gen1/TPI intakes worked on a little bit to fit LT1 heads?

 

Correct.

 

Wow 2k is what you guys are spending on this? a F.A.S.T sounds cheap now!

 

Fast is cheap if you want to go fast

 

$2k is expensive, but the gain is well worth it.

Victor E, Injectors, Rails, Elbow, Throttle Body, Sensors etc..

 

Thanks for the warning. I was hoping that since he listed part numbers he had the 4150 flange and it is. So I'm going to fill the bolt holes in and redrill the flange mounting bolts. This way I can turn the elbow so it faces the front of the motor. It is taller then what I made up. So i may have to mill the flange down some or have the spray bars put in the elbow.

Do you recall how tall your manifold is? From the bottom flange that seals aginst the block to the carb flange?

I would like to know if this intake is taller then what you guys are using. It measures about 6.5 inches.

Thanks Mike

 

I know its worth it, but thats kinda of a shame that LS1 guys pay alot alot less for a FAST manifold

While LT1 guys are shelling out all that cash for custom made parts

Wtf you would think by now somone would make a affordable manifold by now

 

It is for sure worth it
when I shift 3rd gear at 7200 it feels like I hit a N2O button

 

Are you single plane guys using the 4150 style or 4500 style flange on the manifold. Just wondering if the 4500 has a larger "throat" or entrance to the runners that would be of benifit.



Nick

 

I recognized the background and the engine.

All motor here.

FWIW, that is a converted SuperVic, not a Vic Jr or Vic E. Note the carbon fibre filler plate below the runners. The red manifold in another post has that feature also. The heads on this one are also VERY special. The S'Vic runner length helped make the power required by the customer.

 

What about us who don't care about strip-racing, but like torque? Would a dual-plane offer any benefits over the stock manifold w/o any HP loss?

 

I would be interested in a good back-to-back comparrison of just the manifold swap. Everything I have seen is on a whole new engine. The NHRA Super Stock engine builders I have talked to say that is not the way to go.
If I get time I'll probably try one next year just to see for myself. I had Hogan make a sheet metal intake for my Super Stock 350", didn't cost much more than this swap, and everybody swears it would blow a single plane away. If I can get my hands on one to test I'll find out.

 

Two manifolds with very different runner lengths will probably want different valve events to optimize their performance. The SuperVic is probably working on the second harmonic and the LT1 on the third. The second gives stronger ramming pulses so you can muck it up with improper valve events. The optimum valve events for an LT1 would most probably be wrong for the longer runner S'Vic.

FWIW, the black and grey single plane engine shown made excellent torque from the low 2000s to the very high 6000s. It was for a street sleeper F-bod. Over 1.5 fwhp/cube with almost no lope at idle. The heads, manifold and cam worked well together. The engine cost a LOT.

[edit] BTW, it's a 396. 1.5+ * 396 = ....