Well we need to get them over 450rwhp first but it could be very possible.

Bret

 

This is an interesting subject, We at Race-Prep are in the process of developing a heavily modified version of the LT4 intake that will be available for purchase VERY soon, we are expecting some very good gains from even a lightly modified engine. the design is along the line of the LSX but with a slightly diffrent take on things. I will post a banner ad for them here as soon as we get the dyno info back, it should be in a few weeks so everyone keep an eye out for it! The price range will be in the $1500-$2000 dollar range and will come with our own custom made fuel rails.

Glad to see you all interested in making more power!

Bryan Wolter (Pres)
Race-Prep Performance Engineering Inc.

 

Guys, that is a steal of a price considering the labor.

I'd like to see what you've got when you get the stuff together Bret. I have a friend who is looking into something very similar. We were expecting something closer to 2k minus a throttle body.

95bird, please keep us up to date on your results. If you don't post em here, shoot me an e-mail.

-Mindgame

 

The more I work on this intake the better it looks, for the most part it's not going to be very labor intensive, meaning that it's pretty simple for the most part for me. The fuel rails are a out of the box part. I like starting from a casting since that makes the intakes more reproduceable.

If you can bolt on a LT1 style TB and go with this thing then I think these things are going to work very well for the price.

Bret

 

As soon as I get some hard numbers I will post up.

 

Hypothetically, if one wanted an improvement in intake, they could have their lt1 ported and welded for $300 or so, and if they wanted to start with an lt4 casting, then were talking a total of $500...

So it's reasonable - and I'd bet you'd never need to upgrade the new intake manifold fuel lines... And what about injector angle? That's one thing that's still greek to me, but I thought they made a few changes to that too from the lt1 to lt4...

I wonder out of curiousity how well it'd do over a ported LT* intake under a high power FI motor...

my engine builder

 

The LT style intake will still work better for that since the added runner length of the new intake is not going to help since the intake pulse tuning is thrown out the window in a boosted setup.

Bret

 

That's what I thought, but I wasnt sure.

 

So a motor thats only naturaly aspirated can gain from the intakes being made.... does a boosted motor care at all the intake type or runner length?

 

I respectfully disagree on this one. Anytime the engine breathing can be made more efficient, the better.....NA or FI. PLUS, unless the engine is strictly used in competition, the majority of the time, the vehicle is functioning in a non pressurized environment. In support to previous sentence, in either mode, it certainly is NOT a hinderance.

Based on my previous response above, yes, FI engine does care. Although, in a pressurized mode of operation, may not be as critical.

Why charge more for altering an LT4 WITHOUT welding, and less for the LT1 WITH welding necessary?

... And what about injector angle? That's one thing that's still greek to me, but I thought they made a few changes to that too from the lt1 to lt4...

No! The two are virtually identical. (How many times have I posted that response here?) The one lone diff is the added cast material on the exterior of the roof of the runner/port, at the flange.

 

$200 for the manifold + $300 for work vs just working the manifold you have...

I thought the injector angle was changed a really small amount on the lt4 manifold. Guess I was wrong...

From what I read the lt1 intake manifold was a bad NA design because the air upon passing the TB encounters a huge cavity and thusly is both disrupted and suffers a decrease in velocity. I dont know how accurate that is, but from what I've read it wasnt that amazing a design. Decent, but not amazing.

I know they raised the lt4 intake runners on the manifold and heads - I thought that and the mild port was done to increase flow and velocity?

 

Let's just state you were informed incorrectly.

From what I read the lt1 intake manifold was a bad NA design because the air upon passing the TB encounters a huge cavity and thusly is both disrupted and suffers a decrease in velocity.

From my POV I'll input the following...You referring to the plenum? How does that theory hold up to this intake?..... http://home.wideopenwest.com/~squinn0039/products.html

I know they raised the lt4 intake runners on the manifold and heads..

No and yes. When I stated "virtually identical", I was referring to the complete intake manifold, which includes the runners. IOW, not raised. Note quote above: "one lone diff..." Heads are a different story.

 

Race-Prep, Care to talk about your intake a little more...

Bret, DO you think your intale will fit the bigger heads , or could you do a diff base to make it fit.

When i asking on time.. just wondering 1week,2week that kind of stuff from start to finsh....

Anthing more to up date

thx for the R&D work

 

My point is this.....

There is no need to go to a $1500 intake on a FI application when you can get a LT1/LT4 intake to do the job when it is fully ported. Yes the FI setup cares about flow, it does not care about intake pluse tuning, it can't because any of the faux boost created by making the intake runner lengths the correct length and correct area is negated since they are opperating in a higher than atmosphere environment. A good intake tuning pulse can be up in the 5-7psi range but a FI setup is going to be above that most likely. That's my point. That's why if someone wanted one for a FI car I would steer them away from it because I don't think it's worth the money for them when a LT1 style intake could be set up properly instead for about 1/2 the money.

Both flow and plenum volume can be beneficial to a boosted setup but the runner length and size is almost negligible.

Schurters LT1,

I can mock the intake up on some AFR 210's in the shop and see how much work it would need.

The only update I have is that Old SStroker and I had a good brainstorming session and came up with a trick design feature to solve a problem I had with it yesterday. I'm pretty siked about that. I also checked out a buddies LT1 setup and the intake should clear everything so that makes me a little bit happier also.

Bret

 

Schurters LT1-
We are in the final testing phase of the intake and should have some numbers very soon, as for the actual design, The plenum is slightly smaller than other designs I have seen, this is in an effort to produce a manifold that is more for the average builder/tuner. I have tried to design this manifold around a 7000 and below type engine with greater than stock displacement (383/396). I feel this is more what most of you are looking for. I am expecting gains of 30-40WHP over and above a mildly ported LT4. The top of the plenum is adjustable in height to accommodate different displacements and RPM levels so it can grow with your project. The injectors are vertical to allow for the plenum enlargement and will function well. The test vehicle it is being tested on is a 430+WHP before the intake, pump gas, hydraulic cam, 396ci LT4 with Our AFR super high velocity heads. We will post info as it comes!

Thanks for the interest
Bryan Wolter
RPPE Inc.