Thoughts of new LT1 Intake Design
Thoughts of new LT1 Intake Design Yesterday after a whole night boredom, I drew up some pretty sleek intake designs based on the LSX manifolds. Would really like to try and make one and dyno test it. My only dilemma is, I don't know what kind of materials to use where to get them from, and where to even start.
Yesterday after a whole night boredom, I drew up some pretty sleek intake designs based on the LSX manifolds. Would really like to try and make one and dyno test it. My only dilemma is, I don't know what kind of materials to use where to get them from, and where to even start.
based on the lsx design in what aspect? the more rounded runners?
sounds like it would flow like a total beast.
the only problem is finding out a way to make it.
Not to deter, but there is a reason the aftermarket really hasn't attempted much on this one. I mean besides the Air Gap there is nothing else. Probably the biggest reason is the large area that the stocker accomodates. It can support up to 530 hp and how many folks are really going to make that?
Where Edelbrock reworked the original was to add more area under the runners to improve torque. It is kinda hard to add runner length and get everything to still fit under the lip
It actually flows less to gain more in the area of torque. Besides that the stock one can be ported to improve flow.
As far as composite vs. non ferous metals. R&D alone will require millions of dollars if it is going to be certified and mass marketed. Since the intake design is dry you could go with a composite which would free up some artistic flavor in design.
So if you can come up with something and have an engineer approve etc. the best thing to do would be to sell your design after you get it patented to an aftermarket company. That way you have as little as possible out f your own pocket and they can foot the bill for the tooling and machinery etc needed to build it. Good Luck!
Where Edelbrock reworked the original was to add more area under the runners to improve torque. It is kinda hard to add runner length and get everything to still fit under the lip
It actually flows less to gain more in the area of torque. Besides that the stock one can be ported to improve flow.As far as composite vs. non ferous metals. R&D alone will require millions of dollars if it is going to be certified and mass marketed. Since the intake design is dry you could go with a composite which would free up some artistic flavor in design.
So if you can come up with something and have an engineer approve etc. the best thing to do would be to sell your design after you get it patented to an aftermarket company. That way you have as little as possible out f your own pocket and they can foot the bill for the tooling and machinery etc needed to build it. Good Luck!
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As far as composite vs. non ferous metals. R&D alone will require millions of dollars if it is going to be certified and mass marketed. Since the intake design is dry you could go with a composite which would free up some artistic flavor in design.
So if you can come up with something and have an engineer approve etc. the best thing to do would be to sell your design after you get it patented to an aftermarket company. That way you have as little as possible out f your own pocket and they can foot the bill for the tooling and machinery etc needed to build it. Good Luck!
So if you can come up with something and have an engineer approve etc. the best thing to do would be to sell your design after you get it patented to an aftermarket company. That way you have as little as possible out f your own pocket and they can foot the bill for the tooling and machinery etc needed to build it. Good Luck!
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Well the problem with composites, even thought we do run a dry intake, is that they NEED to have coolant flow to keep the temperature equal across the whole intake, or else they'll crack from like the oil. What he COULD do is make a 2 piece intake with an aluminum base and composite top piece, just so the oil splatter doesn't cause shock to the composite and crack.
all you would really need to do is make a sheetmetal valley cover and RTV it down, then make your composite LSx style intake and bolt it down like stock. it isnt really hard to mold the composite, its just hard to make a mold and actually go through with the project.
Plastic isn't glass it wont just crack from 200 degree oil splashing on it. And since when does oil go from cold to hot instatnly? It gradually heats up just like the rest of the motor. You might want to contact wilson since you obviously know something they don't know.
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Plastic isn't glass it wont just crack from 200 degree oil splashing on it. And since when does oil go from cold to hot instatnly? It gradually heats up just like the rest of the motor. You might want to contact wilson since you obviously know something they don't know.
Stumbled on this anyways.
Also, Wilson must know something to be using Aluminum.
http://news.hspn.com/articles/755/1/...old/Page1.html
all you would really need to do is make a sheetmetal valley cover and RTV it down, then make your composite LSx style intake and bolt it down like stock. it isnt really hard to mold the composite, its just hard to make a mold and actually go through with the project.
Most people will tell you the advantage of a longer runner is torque right? Well most people who have driven both an LT and an LS will say the LT is the comparative torque monster and the LS the peak HP king.
I think too many people get caught up in trying to reinvent this wheel solely becauce the gen 1 and gen 3 motors benefit so much from intake swaps. Guys claim vast benefits from single plane swaps on the LT but I fail to see that in proven results.
The LT intake certainly leaves room for improvement, it is not perfect, but the reason there are no viable alternatives at this time is because the gains will not be easily found and likely wont fit under a stock hood. If it was as easy as the average enthusiast trying to make an LS type intake it would have been done 100 times already. Factr is even companies like Lingenfelter and Edelbrock have tried to crack this and have not produced anything really truely worthwhile.
I think too many people get caught up in trying to reinvent this wheel solely becauce the gen 1 and gen 3 motors benefit so much from intake swaps. Guys claim vast benefits from single plane swaps on the LT but I fail to see that in proven results.
The LT intake certainly leaves room for improvement, it is not perfect, but the reason there are no viable alternatives at this time is because the gains will not be easily found and likely wont fit under a stock hood. If it was as easy as the average enthusiast trying to make an LS type intake it would have been done 100 times already. Factr is even companies like Lingenfelter and Edelbrock have tried to crack this and have not produced anything really truely worthwhile.
