It's only a restriction in terms of flow and runner length. It's not a restriction per se, but it is a problem with intake manifold pressure wave tuning and even ported they dont flow the best. With a good intake a LT1 could easliy do 30hp more.

Bret

 

If that's the case why hasnt the aftermarket done something to fill this void?

 

the only thing i can think of is with the limited space, they cant make anything better.

 

Yep space is the killer, and nobody really knows that the void is there.

Ron Speary who designed the LS and LT motors wanted to do a long runner intake like the LS on the LT but the execs didn't like that idea because of the TPI intake and how it fell on it's face. He did get to do it with the LS, hence why it works so well. That motor still had some issues as well, and some design issues were fixed with the LS7, but I think some of the parts in the LS7 aren't really the best choices and it can even be improved on.

Bret

 

Understand that
There are a lot that do-- big numbers sell work.
Can't see 270CFM head flow making 600 unless ya got an intake that adds to the flow and those are FEW and far between for the average guy.
You are me could do it given enough dyno time but most don't do that.

 

Just look at their head flow and it isn't hard to figure out.The long runner intake helps too, along with it's flow capabalities.
Short block is a short block is a short block.
So its the amount of AIR going in to allow more fuel=bigger pop=mo HP

 

Wanna make 500rwhp? Ask someone who runs 12s .

I was around some 420rwhp cam-only LS1s last time I was at the track. I dynoed less, weighed the same, and cut the same crappy 60'. I trapped 8-10 mph more than these guys, but they still brag on LS1tech about their numbers. My point? Don't focus on the dyno. Focus on the track - track is what matters. The dyno is a tool. However, the problem is that most everyone cares solely about the dyno figure. Get some parts, dyno a number, then call it a day and slap a number in your sig along with your shop of choice.

What does it take to make 500rwhp? I don't care if I'm an engine builder or my last name is Gates. Unless I've done it before, I can't say.

Ryan

 

Its the quality of the flow.... I'm not impressed by the LS stuff that much since they don't make the power that a head that flows that much should.

310-330cfm and they don't make the power they should, a well done 330cfm motor should do 700+hp. Most LS heads that flow that much don't make that kind of power.

Bret

 

So how could you do all this with an auto? Im asking because i have one. Im sure you would have to ditch the 4L60e correct? Sorry if I sound dumb lol.

 

While we're on this subject, what is the difference between the Vitor Jr. and the Super Vic?

 

Ya got to have quality to get quantity unless ya just hog um and that's no good.
I wasn't talking a 250CC port with 2.200 valves,but that wouldn't be all bad either if ya gonna spin it up.

 

Well the LT1 intake is not a restriction at all... it flows a ton... it is the design that is somewhat flawed.... someone in the aftermarket should make the effort to make a tuned port (and i mean it should be literly "tuned") for the LT1.

How much are you people spending goign to the "carb" intakes? and what gains are you seeing? And wouldn't it be possible to use the stock LTx fuel rails on the intake instead of buying new ones or making them like i have seen?

 

Well the LT1 intake is not a restriction at all... it flows a ton... it is the design that is somewhat flawed.... someone in the aftermarket should make the effort to make a tuned port (and i mean it should be literly "tuned") for the LT1.

How much are you people spending goign to the "carb" intakes? and what gains are you seeing? And wouldn't it be possible to use the stock LTx fuel rails on the intake instead of buying new ones or making them like i have seen?

 

500 NA sounds expensive. You gotta have the best of the best parts to do it and that probably means a cam that pushes the streetability threshold to the limit or beyond.

Rather than deal with highest of the high end race parts in order to squeeze out every last bit of potential, down to the very last fraction of horsepower, in the motor... Id build a rock solid all forged 355 with max ported LT1 heads/intake and small cam. Then Id bolt on a blower. With a setup like this you get near stock drivability and will hit that power goal with far less effort.

 

yeah turbo but that's too easy. what's the fun in that?
-b