Cool, thanks! I guess I was thinking I was going to have to somehow machine the intake or elbow for it to work, but plumbing it to a vacuum source is really all I need.

 

Rougedriver, sorry to dig up this old thread, but I was curious what kind of difference in boost did you see? I would think it would free things up and you would loose a little boost (even though you obviously gained power).

 

Wow. Old thread for sure... Lucky i even saw it cause i don't come around here as often as i used to. Your assumption is correct, i did see a slight drop there. A little more than a pound. Runs around 12psi up top with this setup at this altitude. I was very happy with it. I converted to a FAST XFI and with the better tuning ability, It layed down over 760hp at the wheels on 12psi and i didn't even spray it that day either. I couldn't imagine it if it was running up around the 18psi range. I can go down a pulley size but i would start getting small on the head unit pulley side and i think i'd run into some belt slip. A cog would be the way to go for sure there. I never even made it out to the track after that conversion. Not in the mood to break it. Slapped a set of drag radials on it and its been a daily driver all day long ever since then.

Ken R.

 

I did a similar conversion. 97ss 383 D1 procharger MM6. Made about 14psi on the LT1 manifold. Converted to an Accel Proram # 74139. This is a World castings motown alum single plane. Aligns nice with AFR heads. Purchased it from Summit Racing Eq.

I did this conversion last winter. Now running. I drilled 3/8-16 unc threads on the 4 center bolts. Made a drill template. Made 15 degree angled spacers for the remaining holes that pass thru to the LT1 holes on the head. I did not have to weld (TIG) on the manifold.

I fabricated a TB transion piece from 4" steel tubing with darts to direct flow to the 4150 flange. Reused a 58mm BBK TB. I used the distributor hole for a vac pick-up port for the vac gage since I use a crank driven vac pump. Everything fits under the SS hood.

Cam is a CamMotion 231/ 240 114lsa with .580 lift. Also 72# Semens peak/hold injectors. The MAF was located in the rear of the intake with a 1/4npt fitting and machined aluminum MAF mount.

I had some flange leaks to fix (used permatex 2A) and re-flashed the PCM to lower the timing advance to 36 degrees max (it tended to back fire a bit).

I noticed low end torque is down from the LT1 manifold at idle rpm, but, acceleration is up very nice from 2K to 7k rpm. Running good now, but, more road testing is ahead. I run it on the street. Did all the work myself.

I will post some picks later since I have alot. Looking back, it was a good bit of work. Lots of small details. Hope this helps.
B.

 

I'm looking forward to your photos. Some loss of low end torque might not be such a bad thing for racing if it picks back up up at 2000 anyway.

 

I like the conversion. Great for a boosted setup. Who races below 2k rpms anyway...

Ken R.

 

Some pics.
gen 1 single plane manf pictures by mzgp5x - Photobucket
Runs very good now. A PCM re-flash really helped. Should have done this mod years ago. The best power add mod I have had. It was the final key. Really, it is sad we LT1 people do not have a bolt on option with manifolds. All we have is an Edelbrock LT1 copy.
Rpm's climb very fast with alot of wheel spin in gear 1 and 2.
Glad to rid myself of the LT1 manifold log.
Now what to do?
B.

 

Was all this done with a Vic Jr? Or a super Vic intake?

 

Accel Proram intake manifold 74139. You get the fuel rails with that package.
Manifold is made by World Castings. For small block chevrolet.
They call it their "Motown Intake."
It has the 4150 flange layout.

It was laying around from an unfinished project that was de-funded due to obama.
So, I thought to use it to keep myself busy during Winter.

It fit up to the AF heads very good. I drilled the four (4) center holes (3/8-16unc). The other holes on the LT1 bolt pattern required a 15 degree spacer and longer bolts.

The intake transition was made from 4" exhaustpipe (16 ga) I had, and, some 1/8 crs flange stock purchased from metalsonline. A good bit of welding and some grinding. I used the 4150 flang as a weld fixture for the mating flange layout.

The TB is mounted to a small piece about 13 to 14 degree angled down to clear the SS hood. I did not want to buy a new hood. Clears and does not rub the hood while driving. I have pro-thane motor mounts.

MAF sensor and some VAC fitting holes were drilled on the rear and sides of the 4150 flange about 1/2" down. MAF in rear.
I re-used the stock throttle cable(s).

Hope this helps.
B.

 

Yeah, its amazing what that upgrade does with a boosted setup. You would have picked up even a little more by having the intake ported as well. I know the stock intake supports a lot and some here say you don't need this upgrade, but if they did this upgrade, i'm sure they would sing a different tune.... Your now in the territory of PCM limitations if your running the stock PCM. Its pricey, but switch over to a FAST XFI or similar ECU, and your results will almost be shocking. I know i was shocked...

Ken R.