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Here are a few pictures of the Ported WS6 STORE Dorman LS2. The intake looks good. The EGR block off plate is nice. Definitely looks professional.
The area behind the TB in the snout has been cleaned up.
My cell camera isn't the best. Clearly a Dorman LS2.
This is the unported runner. It looks sort of crude and could use some porting love in my opinion. No gasket, unported runner. With gasket. Ported runner with basic clean up.
I intend to have both the ported and unported runners for this Intake flow tested. Along with the BBK and LS6.
Last edited by 99 Black Bird T/A; 11-07-2017 at 04:57 AM.
Stopped by Norris Motorsports to get the LS6 intake.
The TA's old LS1 looks pretty sad. I snapped a few shots of it before the intake was pulled.
Notice those rusty Hooker headers? They had Jet-Hot's special coatings to protect against rust.
The car isn't driven in bad weather.
In less than a year the coating failed and the headers have looked as show below since 2003.
In my opinion the Jet Hot coating I paid for was just as worthless as the not so hot Jet-Hot y pipe.
There is also a HUGE trough on the pass side pcv port that holds oil. You cant see it because i epoxy it off then drill the fitting out and chamfer the hole after.
Ill see if i have a before pic.
Last edited by tech@WS6store; 11-06-2017 at 08:39 PM.
My LS6 intake has a special adapter to hook up EGR that was offered long ago. I cleaned the intake as well as I could.
LS6 intake with EGR adapter. Flat bottom After 15 years the intake gaskets look like this.
I noticed some watery oily slime that had built up under the intake from the last 15 years. My car has to stay outside these days. I imagine it's from the rain water sitting on the intake. Probably makes a good case for replacing the intake manifold gaskets after ~15 years before the seal starts to fail and one ends up with a hydro-locked engine.
Last edited by 99 Black Bird T/A; 11-06-2017 at 08:46 PM.
Normally just pull the foam pads out and youre ok. or at least rear one. Then some make a giant U channel of rtv that goes from rear of valley to front then back to channel water away. The open foam in rear stops it from making a biome under it.
There is also a HUGE trough on the pass side pcv port that holds oil. You cant see it because i epoxy it off then drill the fitting out and chamfer the hole after.
Ill see if i have a before pic.
Yes, it would be nice to have a picture of that.
BTW - I hope to do one more round of testing with an LS6 TPiS snout on this LS6 intake. So hopefully we can test the trick truck intake.
If I could ever lay hands on a cathedral Fast LSx or LSXR I would love to test one or both
BTW - I hope to do one more round of testing with an LS6 TPiS snout on this LS6 intake. So hopefully we can test the trick truck intake.
I would go crazy to see that TPiS tested - really think that will be the hidden champion. Looking so muc forward to the results. Mad props to you to do all that testing!!!
We are testing in process at the shop, should have the data later tonight
The BBK flowed 290 cfm....then I remembered to put the spark plug in the head...joking.
Testing the LS6... yes it's an LS6 with a dummy EGR adapter glued to the snout.]
LMFAO - if that was true you'd break LS1Tech! It'll be nice to settle that debate once and for all (and it's been settled and resettled several times over already)
This test was conducted the same as the other tests as mentioned above. Same cylinder head etc.
I greatly appreciate WS6 Store and Darth providing intakes for this test. We all owe WS6 Store & Darth a big thank you for helping expand the test results.
Since all of the flow data is very similar, I think it would require a dyno test to make any solid conclusions between the BBK vs Dorman vs LS6.
I think the BBK would excel at forced induction. It also appears to have material that serious porting could be done.
This WS6 Store supplied Dorman is one of the newer Dorman LS2 intakes. My Dorman LS2 was an early production one. I think this explains the slight variance in flow numbers. The port work on the Dorman does improve the high lift flow. If I use my Dorman LS2 on my next project - it will get the WS6 STORE porting and clean up.
My LS6 intake had a lot of oil residue in it after 133,000 miles of use. I spent yesterday evening cleaning it. After 3 cans of degreaser and being washed out in the shower ,twice - it was clean.FWIW this same intake flowed ~ 245 cfm at peak lift on TEA's old 5.3 Stage 2 heads.
Overall, when you look at these three intakes they look very similar and flow similar.
One very interesting tidbit is the intake port on these heads stalls before .650 lift when the heads were tested. This stall occurred with the unported Dorman. However, the ported Dorman flows better helping the intake port along at higher-end lift and keeps it from stalling. The BBK and LS6 also keep the port alive after .600 all the way to at least .650 lift.
Some will say a stalled intake port doesn't matter. However, all of the better / best cylinder head experts I've talked to say it's best if the intake port doesn't stall.
Theory
While discussing the testing with the shop I mentioned the 90 mm TPiS snout for the LS6. One interesting line of thought was the 90 mm snout LS6 will flow exactly the same as the stock LS6 intake on the flow bench. The view was the stock snout flow more than enough air to to maximize ONE intake runner in steady state testing so the 90 mm snout isn't going to show any flow bench gains. A running engine is a different story because TWO runners are demanding air at the same time. The stock snout starts to restrict as the demand from two runners increase.
In any case, I plan to ship Darth and WS6 STORE their intakes back tomorrow and contact LPE and or TPiS about getting the TA's old LS6 a nose job.
Last edited by 99 Black Bird T/A; 11-07-2017 at 09:31 PM.
11-06-2017, 07:58 PM
