Importance of intake tract design.
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Joined: Dec 1969
Posts: 1,431
From: Pacific North West
I am so sorry. Try this one on for a taste.
http://groups.msn.com/WashingtonFBod...to&PhotoID=520
Just my little under construction Engine
http://groups.msn.com/WashingtonFBod...to&PhotoID=520
Just my little under construction Engine
Registered User
Joined: Jul 2000
Posts: 2,735
From: Buffalo, NY
Re: Importance of intake tract design.
Originally Posted by OneFlyn95z28
Just some info I have from my last dyno runs with the SLP intake and the two tiny filters. Every since this last Dyno I have been planning on doing some thing different for the filters but I need more testing and the test car is down.
Test Engine. Stock LT1 350CI. slightly modified intake, heads ported to 280+@.600,58MM Billet TB, MBA MAF Ends with stock electronics(Tune calibrated for this), SLP CAI with filters.
This Engine made 395 Corrected 409 actual at the rear wheels through an Automatic and a 12 bolt.
Once above 4,800 RPM the Map started dropping from 101Kpa. It hit a low of 89Kpa along the way and hit 380+ GPS on the MAF reading. THE MAP Drop was not erratic spikes but a fairly smooth drop. Peak HP was at 6,900.
I also have some files on our stock LT1. it only took 250ish GPS of air and the Moroso was fine with just little blipps in the MAP.
Just what I have tested thought I would toss it out there for you to add to your tests.
Test Engine. Stock LT1 350CI. slightly modified intake, heads ported to 280+@.600,58MM Billet TB, MBA MAF Ends with stock electronics(Tune calibrated for this), SLP CAI with filters.
This Engine made 395 Corrected 409 actual at the rear wheels through an Automatic and a 12 bolt.
Once above 4,800 RPM the Map started dropping from 101Kpa. It hit a low of 89Kpa along the way and hit 380+ GPS on the MAF reading. THE MAP Drop was not erratic spikes but a fairly smooth drop. Peak HP was at 6,900.
I also have some files on our stock LT1. it only took 250ish GPS of air and the Moroso was fine with just little blipps in the MAP.
Just what I have tested thought I would toss it out there for you to add to your tests.
Ive thought about doing a CAI swap also. Something along the lines of a 4" elbow from here along with a couple pieces of rubber tubing/fernco from the local plumbing store. My only concern is the air flow transitioning from a smooth 4" elbow entering the engine bay to a squished irractic "ovular" shape as its passes through the tiny space between the radiator and the ABS block. Should 5" tubing maybe be used here to account? Im hoping this along with a 7" or larger K&N filter should outflow the dual 2.5" SLP unit.
Any thoughts?
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Joined: Jan 2000
Posts: 146
From: Sembach AB
Re: Importance of intake tract design.
Highly considering switching over to a Corvette cold air induction system, has anyone documented dyno gains from before after. Since the front fascia of my Callaway has a huge front opening, what better way to capitalize on the design. Do you have to change hoods since the induction goes over the radiator support? Any feeback would be nice. Take care
Johnny
Johnny
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Joined: Jan 2000
Posts: 146
From: Sembach AB
Re: Importance of intake tract design.
Originally Posted by 96z
There was a guy who did the same thing with the corvette cai. Take a look at some of the pics Jkren posted earlier in the thread. This is that guys CAI.
Johnny
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