Won't hurt anything on a dry manifold.... wet manifold, it's a big no no. Look at the runners of some injected race manifolds sometime, you'll see that they are really smooth and I'd guess their that way for a reason. Usually cause the porter worked the entire runner anyway.

wrt sharp turns, they can't be any good, nor are sharp edges. If you look at a Wilson or Dittmer intake sometime, you'll notice that every sharp edge is radiused and every sharp turn is smoothed.

-Mindgame

 

Mindgame is right,

A right angle does not flow. That's why in a cylinder head you want a big short side radius.

Bret

 

Just to be clear for those who were wondering...Moving the injecter will be necessary to accomidate the intake port being moved UP 1/4 of an inch

I am also one of the ones who have moved the intake port up.

Mike Likt is actually responcible for many of us doing this.

If you want more info on it contact him at Ramchargers

 

exrude hone? way to expensive!,for what little gain.I'v seen people spend upwards of $400.just for intakes,and thats for the little 4 bangers!!!

 

How about more plenum volume? It would help reduce the need to run an artificially large throttle body, as the additional volume would help to reduce the large instantanous spikes in TB flow that occur when the intake valve opens.

 

LTx intakes fall into a slightly different area then most other intakes with respect to improving airflow. The runners are plenty large for most applications, so it isn’t a question of opening them up to improve flow but more improve their shape. This is the context that most of this discussion has centered around. Raising the runners (and establishing a correct taper) doesn’t really improve the airflow of the runner as much as it improves the entry angle and the way they integrate with the intake ports on the heads better supplying them with airflow that is laminar, with a good velocity and entering at the correct angle and not ‘pealing off the walls’ resulting in turbulence.

What both Mindgame and Dr.Mudge have said about sharp turns is correct. Yes, sharp turns dramatically hurt flow, but in a lot of designs, especially something like these relatively open and unrestricted intakes the sharp turns could be some attempt at balancing airflow between the runners.

Plenum volume is largely dependant on the application. As a very broad generalization larger volumes help overcome other problems with the intake and even engine design by acting as a sort of buffer, but at the same time this effect could greatly hurt responsiveness (which would be a much worst thing on a road course then a drag strip).

The problem with all this is that we are in a very gray area… it’s not like you can put one of these intakes on a flow bench and accurately measure all of it. You could make some good guesses at taper and entry angles by testing them bolted to a set of heads, but I’m not sure that there is an accurate way of testing/predicting the dynamic effects of short runners, plenum volume and pressure pulses due to valve timing events + any scavenging/boost. This is where “we’ve tried it 200 different ways on fully instrumented engines and found that _____ works best for _____”

 

i've been kinda wondering about cutting the divider out between each pair of runners, and cutting the divider out of the heads for about a half inch or so and tapering it to a sharp point. This would allow more air and fuel from both injectors to go into the cylinder that it is needed in. I know some old time racers did somthing similar on old carbed motors. Any ideas on this? thanks

 

Hmm... I got a feeling 5 an 7 would hate this idea

 

are you talking about their bein side-by-side and one right after the other in firing order, or is there something else i'm missing? Thanks for any help

 

I think the comment that WS6 TA made was very relevant. Sometimes you can't easily predict what will work and what won't. Have you looked at those wierd intake port shapes on the Z06 heads? They sure don't look like they would flow well to me, but they sure do! Does anyone know if they arrived at the basic shape by computer modeling or if they tried a zillion different things, or both?

As far as the LTx intake goes, it's probable that there's nothing obvious to do to improve them, or we would alll be doing it! That's the beauty of boost and juice, they care a lot less about stuff like that I am finally getting around to replacing my stock throttle body, which I would have a long time ago if I were NA.

Rich Krause

 

I never asked this in the first place...how much better is the flow of an LT4 intake compared to an LT1?

 

What about whipping up a set of braided line fuel rails. Rails connected with braided line. Then the dips in front and back can be removed.

What about lengthening the runner to improve torque?

I autocross my car and the class I am in allows any intake. But not many other mods. I really would like to get a litte more out of this intake.

Can an Accel super ram intake work? And can it fit under a stock hood? I may lose HP but I would gain torque I would assume.

 

Correct me if I'm on a bad drug here, but...I see that as the key. What was stated by Eric has merit, from my perspective. Has it been pursued? Wouldn't be much incentive if what you end up with won't fit under the hood, regardless of the potential, so it is mute. How many race the big 'boats'? So again, not much incentive.

 

If you need the specifics of putting the Accel Super Ram on an LT1/LT4, check with Unstable Bob (unstablebobsales@aol.com). He spent some time workinng on one for his 25th T/A, but I believe he eventually sold th car before he completed it.

 

For a short time there was an LT1 version of the superram that lingenfelter sold, but I don't see why a traditional SBC one couldn't be converted to work, just redrill the gasket surfaces for the heads, an block off the distributor and thermostat holes...

I believe that you'll have to mill off something like 5/8" off the top of the plenum to fit it under a 4th gen cowl.

- Mark