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I must have had a different model. The only way my runners were ten inches was if I used the same ruler that gave me a 18" member.
Lol gotta love that ruler. Not to be argumentative, but it looks like the 10" runner length is published in the Hot Rod "20 intake test" and although it fails to mention how they came up with the runner lengths for all of the intake manifolds, the intakes that have well known runner lengths line up in their test. I would think that the 10" is most likely accurate. Plus with the removable plenum bottom it shouldn't be hard to measure. tape a piece of string on the runner entry inside the intake and run it along the wall to the port exit. Measurements should be inner and outer wall and averaged, or runner ceiling and floor and averaged, however I feel the first method is a little more accurate. Plus the dyno curves in the test support what longer runner length would do, torque takes off from the stock intake curve around 3700rpm, and is pretty high in the midrange from 4700-5200rpm. None of the short runner intakes do that, especially if you look at the pro comp intake. I know people will say pro-comp sucks, but they just suck because they failed to copy a a decent intake design (huge runner cross section and 8.5" runner length). If they copied the weiand or BBK with longer runners they would have sold a lot more of them.
Anyways to me the BBK looks to be a descent intake over the LS6 or stock LS1 if your just building a street car. But I'm very curious to see this dorman intake run on the dyno.
hey gang, i already followed up with black bird, but i am pulling out of this test. i had some unforeseen life problems crop up and cannot afford to send him my intake. that and my shipping location wanted to charge me about a hundred bucks each way. basically because the size of the box and my location. good luck to black bird with this test and if anybody else wants to contribute and volunteer their ls6 i would strongly urge you to take part in this.
Put it up next to a FAST 90 and it starts to look even more identical, only difference I've seen is the ugly Dorman outer shell and the posts inside the intake, they even use the same lower shell.
The LSXRT has more plenum area and is much taller. It also flow better in most applications. I used to have an LSXRT on my 91 RS Camaro. It won't fit a 4th gen fbody without surgery to the cowl area.
Fitment is often an issue due to height.
LSXR below. Smaller plenum area. Fits many more applications. Fits 4th gen food with minor issue in some cases. Can be fitted to C5 and C6 Corvette with some effort.
If I have enough money in the future, I'll gladly send it over to be test, I'll be buying a Dorman LS2 regardless anyways. I really want to see a FAST 90 in the tests as well alongside the Dorman to paint the real picture of the differences between the two.
Been reading this thread. Anxiously awaiting test 2. What intakes are planned for test 2?? Can I make some simple suggestions?
1) flow an ls6 with the stock 78mm (mine measures 75mm) throttle body.
2) Flow other intakes with the same small throttle body. (Adapter needed)
3) flow the ls6 with a bigger throttle body and the adapter so that argument I've seen all over can be laid to rest.
I can contribute a little bit to this test as I have an adapter to put a bigger throttle body on the ls6 intake if you need it. I was considering buying the dorman ls2 intake and I'll have my ls6 intake I can send in for testing if you don't have one. Let me know.
Any interest in testing the Dorman Truck intake? I have the Super Auto flavor of it and would be happy to lend it out to you for testing in the name of data Looks very similar to the LSXrt with a smaller TB opening.
I greatly appreciate all whom offer to send intakes for testing. Thank you.
Update: my plan to use the cylinder heads used in this test on the ERL 416 didn't work out. When the 416 is completed with LS3 heads etc, I can get back to the flow testing if the shop has time available on the flow bench. So the same heads can be used for more testing. Test 2 ended up on hold due to the 416 engine.
I want to test an LS6 intake. I don't have one. I hope we can work something out.
The Dorman version of the TBSS would be interesting to test and compare to the OEM TBSS.
The Fast LSXR and LSX really would be nice to test.
Bigger 92mm TB with adapter on a standard snout ~75-78mm intake : we can do one test.
Flow testing has its limits.
The ultimate testing is engine dyno testing and track testing. Remember when other parts are changed in the combination the results change to so we're getting a baseline to help make better choices not an ultimate answer. Example my Peak ported LS6 TPiS 90mm snout intake dominated the Fast LSX & LSXR intake under 6500 rpm in peak numbers and area under the curve for hp and torque on my small (229/229) cam stroker on the same day at the same dyno with same aire and water temperature. We also know that over 6000 rpm with a bigger cam (236/242 or 244/250 for example) that would make power higher in the rpm range both of the Fast intakes would have dominated the tricked out LS6.
I greatly appreciate all whom offer to send intakes for testing. Thank you.
Update: my plan to use the cylinder heads used in this test on the ERL 416 didn't work out. When the 416 is completed with LS3 heads etc, I can get back to the flow testing if the shop has time available on the flow bench. So the same heads can be used for more testing. Test 2 ended up on hold due to the 416 engine.
I want to test an LS6 intake. I don't have one. I hope we can work something out.
The Dorman version of the TBSS would be interesting to test and compare to the OEM TBSS.
The Fast LSXR and LSX really would be nice to test.
Bigger 92mm TB with adapter on a standard snout ~75-78mm intake : we can do one test.
Flow testing has its limits.
The ultimate testing is engine dyno testing and track testing. Remember when other parts are changed in the combination the results change to so we're getting a baseline to help make better choices not an ultimate answer. Example my Peak ported LS6 TPiS 90mm snout intake dominated the Fast LSX & LSXR intake under 6500 rpm in peak numbers and area under the curve for hp and torque on my small (229/229) cam stroker on the same day at the same dyno with same aire and water temperature. We also know that over 6000 rpm with a bigger cam (236/242 or 244/250 for example) that would make power higher in the rpm range both of the Fast intakes would have dominated the tricked out LS6.
Let me know when you need to intake. It's on the car right now and I don't have another intake for it yet but I can take it off. I've been driving the car every day but I can drive my truck for a bit if I need to. Just let me know and we can try to time it just right where I'm not out of my car long.
Note the WARR 92mm TB was used on all intakes manifolds except the LS1manifold. The WARR 92mm TB provided a smooth transition to snout of the various manifolds. The TB blade was zip tied open.
Was just informed of this thread the other day. Awesome!
Part 2 flow testing will be a stock LS3 intake with 92mm TB, Ported FAST LSXR with 92 TB and NW 102 TB The cylinder head will be a ported LS3. The testing will be on the same flow bench used for earlier tests. Should have data soon. Stay tuned.
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Looks very similar to the LSXrt with a smaller TB opening. 
