Possible new Intake manifold for LTX
06-03-2008, 03:11 PM
#21
well idk because ive heard lots of talk of turbulent air at higher rpm with a stock, or even the stock style edlebrock manifold. also the stock intake causes the cylinders to burn unevenly, whereas a single plane would help with both problems. i should have been a little more specific. im already leaning toward a single plane, now i dont know what components to get.
I know from experience. 
06-03-2008, 03:48 PM
#22
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Found the P#s for the RamJet stuff.
# 17096144 Throttle Body (GMPD $285)
# 12489371 Intake Manifold (GMPD $451)
# 12553918 Fuel Injection Rails
# 1115498 Ignition Coil
# 12097982 Ignition Wire Assembly
# 1104060 Electronic Distributor
# 10456126 Knock Sensor
# 8x 17124248 Injectors
# 16249939 MAP Sensor
# 17123897 Fuel Pressure Regulator
The only 2 things we need are in bold, and the other piece that maybe some people would want is the fuel rail, but I think you could make your own with kits. I'd love to see the results of that on an LT1. Had I the money, I'd do it
And even then the prices aren't ALL that bad. If a standard LS TB fits, then you wouldn't have to buy one, but just find a used one somewhere for a few bucks.
# 17096144 Throttle Body (GMPD $285)
# 12489371 Intake Manifold (GMPD $451)
# 12553918 Fuel Injection Rails
# 1115498 Ignition Coil
# 12097982 Ignition Wire Assembly
# 1104060 Electronic Distributor
# 10456126 Knock Sensor
# 8x 17124248 Injectors
# 16249939 MAP Sensor
# 17123897 Fuel Pressure Regulator
The only 2 things we need are in bold, and the other piece that maybe some people would want is the fuel rail, but I think you could make your own with kits. I'd love to see the results of that on an LT1. Had I the money, I'd do it
And even then the prices aren't ALL that bad. If a standard LS TB fits, then you wouldn't have to buy one, but just find a used one somewhere for a few bucks.
06-03-2008, 03:57 PM
#23
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I think it comes down to this...
1. ALL OUT LT1's-Single plane conversion or Sheetmetal
2. ALL OTHERS-some version of a stock manifold either lt1 or lt4 and either up the jets or up the boost....
new manifold costs 500+ and gets you 5 extra hp.....
new jets cost 10.00 and will get you 25 extra hp....
at probably no cost of reliability to your motor... just make sure you got the fuel....
1. ALL OUT LT1's-Single plane conversion or Sheetmetal
2. ALL OTHERS-some version of a stock manifold either lt1 or lt4 and either up the jets or up the boost....
new manifold costs 500+ and gets you 5 extra hp.....
new jets cost 10.00 and will get you 25 extra hp....
at probably no cost of reliability to your motor... just make sure you got the fuel....
06-03-2008, 04:00 PM
#24
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New jets? For NOS or Carb?
I think the RamJet might make a bit more power than the LTx manifold due to (I believe) it was designed AFTER the LTx was fazed out. So they worked on the runners and probably added a tad more plenum volume as well.
I think the RamJet might make a bit more power than the LTx manifold due to (I believe) it was designed AFTER the LTx was fazed out. So they worked on the runners and probably added a tad more plenum volume as well.
06-04-2008, 11:22 AM
#26
Me thinks T/A KID is addicted to intakes. Good info nonetheless. Thanks
Many times however I feel like the LT1 community could benefit from a better intake manifold, not saying the stocker is bad just not the best choice IMO.
06-04-2008, 08:40 PM
#28
I can tell you from first hand experience that a Holley Stealth Ram WORKS in a normally aspirated application.
A buddy had one in a 93 Z28
383 Lt1
GUTTED stock heads
Solid roller
13.5 to 1 compression(race fuel)
1 7/8 headers
FAST system
turbo 350 with a brake
29.5x10.5 tire
Car weighed 3350 with driver
10.50@127 all motor, low 1.30 60fts
Car had low 10's in it, car was taken apart to build and Orsca EZ street car.
Tapout911 on this board now has this engine.
A buddy had one in a 93 Z28
383 Lt1
GUTTED stock heads
Solid roller
13.5 to 1 compression(race fuel)
1 7/8 headers
FAST system
turbo 350 with a brake
29.5x10.5 tire
Car weighed 3350 with driver
10.50@127 all motor, low 1.30 60fts
Car had low 10's in it, car was taken apart to build and Orsca EZ street car.
Tapout911 on this board now has this engine.
06-04-2008, 09:33 PM
#29
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I can tell you from first hand experience that a Holley Stealth Ram WORKS in a normally aspirated application.
A buddy had one in a 93 Z28
383 Lt1
GUTTED stock heads
Solid roller
13.5 to 1 compression(race fuel)
1 7/8 headers
FAST system
turbo 350 with a brake
29.5x10.5 tire
Car weighed 3350 with driver
10.50@127 all motor, low 1.30 60fts
Car had low 10's in it, car was taken apart to build and Orsca EZ street car.
Tapout911 on this board now has this engine.
A buddy had one in a 93 Z28
383 Lt1
GUTTED stock heads
Solid roller
13.5 to 1 compression(race fuel)
1 7/8 headers
FAST system
turbo 350 with a brake
29.5x10.5 tire
Car weighed 3350 with driver
10.50@127 all motor, low 1.30 60fts
Car had low 10's in it, car was taken apart to build and Orsca EZ street car.
Tapout911 on this board now has this engine.
06-04-2008, 10:18 PM
#30
Tapout911 on this board now has this engine.
Well T/A, you have my vote for the man to try the RamJet
06-05-2008, 01:37 AM
#31
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Well the compression is around 12.5 to 13 now. By gutted he means they flow really well for stock castings, I had them flowed but would rather keep it quiet. I dont really see the benefit of the stealth ram cause it needs rpm. The previous owner was shifting around 8500 since he had a fast system, where as Im limited to 7k. Im not concerned with 5 or 10hp, Ive got something nobody else has and its looks good when the hood is up lol.
Last edited by Tapout911; 06-05-2008 at 01:57 AM.
06-05-2008, 09:08 PM
#34
point is...that racing happens in the higher rpms.....so make power where you can use it.....even when my car was near stock I was at or over 4000 rpm when racing someone...
06-05-2008, 09:13 PM
#35
well idk because ive heard lots of talk of turbulent air at higher rpm with a stock, or even the stock style edlebrock manifold. also the stock intake causes the cylinders to burn unevenly, whereas a single plane would help with both problems. i should have been a little more specific. im already leaning toward a single plane, now i dont know what components to get.
Last edited by otherwhitemeat; 06-05-2008 at 09:18 PM.
06-06-2008, 12:43 AM
#36
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I can take pics of all my plugs, they are identical after a pass. The cylinders can be tuned individually, Thanks Ed Wright for getting mine where they are. This may change with the n2o.
06-06-2008, 01:24 AM
#37
06-06-2008, 09:55 AM
#40
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Well then you need a higher stall converter. Saying torque is king in drag racing makes me think that you read car craft magazine too much. Horsepower is what gets you down the track. Build your motor for nothing but torque, and it'll disappoint you at the track. Why do you think that GM ditched the long runner TPI motors after 92? And why do think all the guys that own TPI motors ditch their long runner intakes in favor of a Steath Ram, LT1 intake, of Single plane conversion?
Last edited by Colin91Z; 06-06-2008 at 10:00 AM.