Has anyone done this before? I guess dirty dingo makes adapter plates for it. Downsides?
http://www.dirtydingo.com/shop/mobil...oducts_id=1687

 

I don't see the point since the LS3 probably isn't any better than the Fast intake.

 

It isnt, but this is a cheaper alternative. Im currently running a ls6 intake on my 382ci stroker lol. Surely a ls3 intake is worlds better than my ls6 intake on my stroker. Are these adapter plates a bad idea?

 

Short transition, any data to show this doesn't cause any problems or negates the benefits of the LS3? Back to back pulls on dyno or even video of a gtech before and after would be nice.

 

I am in the middle of dealing with a local shop out here that has a spare LS3 intake fuel rails and injectors. I want to get into contact with dirty dingo amd see if they are willing to donate the adapters for some back to back testing

 

Would love to see this

 

How much money are you saving over a used Fast going this route? Unless you have an LS3 intake laying around, you're at $250-$300 for the complete topend, plus another $180 for these adapter plates. A used Fast 92 can be had in the $500-$600 range.

I don't think you are going to find too many people who have done this. These plates came about so people could bolt an LSA supercharger to a cathedral head. So long as the transitions are smooth, I don't think you'll have any issues. And if it winds up not working out as desired, then you can always sell the stuff and recoup your money.

 

How thick is the spacer?

Might ask Dirty Dingo with the spacer moving the fuel injector away from the intake valve has any unexpected conquences or difficulty in tuning.

The LS6 with a 90mm TPiS snout is like $350, I would consider that before the LS3 with these spacers.

 

Are they a sponsor on here? Im very intersted in this!! Are there any 90mm 3 bolt throttle bodies? Or do i need a 4-3 bolt conversion plate

 

How does the tpis 90mm conversion compare to say a fast 92?

 

From what I understand, very close. However, I would check out what Dorman has going on before you spend the money for a conversion. The are soon to be sellingleking an LS6 style intake with a 90mm snout.

 

The general view appears to be the Fast 92 is better than the TPiS LS6 90 in most applications. For large cube or high revving engines or big cam combinations, I would expect the Fast 92 to have the edge especially when correctly ported. When I talked to TPiS and Lingenfelter about the TPiS their testing had focused on the 427+ size engines. The LS6 90 snout was down on the big cube motors about 5-15 hp on combinations we discussed back then from what I recall. More aggressive, big displacement, high rev combinations seemed be more restricted. This was in 2008 so my memory might be slightly off on the specific numbers discussed.

For my small 229 duration cam LS1 383 stroker in dyno testing the Peak Ported LS6 TPiS 90 waz the best intake. We tested a Peak Performance ported LS6 90 and it edged out the Fast 92 by basically 3 hp and the Fast 102 LSXRT by 2 hp. The PP LS6 TPiS 90 also had best area under the curve. We were shocked at the results. Testing was controlled for air temp, barometric pressure, and water temp with near identical conditions. Tune was optimized for each intake tested. Best intake for an engine may be influenced by cam selection, rpm range for motor etc. We didn't test an MSD intake because it excels at in the 6500+ rpm range and my stroker is out of cam and flat lined before 6,000 rpm. The PP LS6 TPiS 90 drives exactly like a stock LS1 and better than the other intakes we tested. Nay sayers may doubt but that was the controlled dyno tested result with the intakes on my small cam 383 LS1. My LSXRT got pulled of the car and is bagged & sitting on the shelf in my garage because the driveability issues we couldn't get tuned out. The test was done to find the best replacement that cost the least hp. Instead of losing any hp my car gained 2 hp. Only cost me about $3000 total to accidentally find those 2 hp while getting the drivability sorted out...lol...was worth the cost the RS drives exactly like I wanted the car to drive ..gotta pay to play

The TPiS LS6 just looks so stock and drives so stock, I've had folks tell me I need to lose the factory intake and put a cam in the car but the sleeper effect is perfect and one of the things I enjoy with the set up.

Cody makes a good point on the new Dorman, will be interesting to see what we can do with it.

 

Man Black Bird, that has got the best explanation I have seen on the TPIS mod. Thanks. I'm always looking for non band wagon info.

 

Codyvette, thank you.

Happy to share my observations & experience with the PP LS6 TPiS intake.

After thinking about the rectangular intake to cathedral head adapter, touched base with Dirty Dingo's. This a new product and hopefully there will be some more information coming soon from someone installing an LS3 intake on cathedral heads. I think Dirty D's was surprised by the interest in the adapter to install the LS3 intake. As someone else mentioned the adapting an LS9 supercharger was what really drove the product development. Hopefully, this new product will work very well in both applications.

 

Lingenfelter is a sponsor here on LS1tech and they offer the 90mm snout LS6. The snout has 4 bolts and normal 4 bolt 90mm tb bolts right up to it. I have a Nick Williams 90/92 mm TB on my 90mm LS6 in my 91 RS Camaro.

 

How much was it for the conversion?

 

That engine bay looky familiar. HA

 

pozesd99,

If you send your LS6 intake in its $350 not counting shipping for the 90mm snout. Its $850 outright so its worth avoiding the core charge.
There are some graphs on the LPE page. LPE has alwaya been excellent to do business with in my experience.

http://www.lingenfelter.com/product/...l#.WIV43UROmBY

Peak Performance can also do porting if desired.

Cody, that's a sweet looking LS 3rd Gen. I like!

 

A stock ls3 intake flows more than a ported cathedral fast

 

Are the flow harmonics jacked up? Why haven't more people gone this route if it will flow so much better. The low sped air velocity of the cathedral head mated with the superior flow of the LS3 intake? More insight please.