We genII sbc owners need a performance intake manifolds for the LT1/LTX engines. We can get this done. Just look how MSD's new opti WON one of the new 2006 SEMA performance part awards. The LT1 after market isnt dead. You have all these brands making LS1 intakes, even BBK just came out with a new Intake manifold for the Fox ford 5.0 engine. We need to start putting something together to get at these manufactuers to make one! Im thinking FAST, as in the maker of the LSX manifold.

What do you guys think?

 

I agree completly. From what everyone says, the lt1 intakes are holding alot back on the high end N/A ltx's out there.
Theres always sheet metal intakes, if you got a few grand to spend

 

The fact is, the factory manifold is so good that it's hard to find any signifigant performance increase at a price people would want to pay.

 

It would be nice, but I’m not holding my breath. Seeing what’s available to the 5.0 Rustang and LSx guys really makes me jealous sometimes. I’ve got several friends w/ those cars, so I’m always seeing/hearing about all the **** that's available to them. I will tell you though that a properly port-matched LT4 intake isn’t that bad. I’ve recently seen two hydraulic roller LT4 intake equipped stroker motors make around 480rwhp. We also have the option to cover to a single plain.

 

It wont happen. Its either have a TPI intake converted, custom sheetmetal intake or live with a ported stocker. Edelbrock tried years ago and failed. LameRandomName hit the nail on the head. We wont see a $400-800 intake. Bret's Pro Ram was over $1500 if I remember correctly and that was the latest try at an LT1 intake.

 

I agree it's not going to happen. companies are looking to the future not the past. the LS series is developing faster than ever before. and LS1's are getting below the $10,000 mark and thus becoming more widely available. they're going to make money selling products that will sell for years to come. believe it or not the LT1 is going to be shutout. it lacks the mass production and common parts of the Gen 1 SBC and lacks the technology of the Gen 3 engines. It's just not popular enough to be economic.

 

Im sure Edelbrock tried it with a lame aluminum manifold. Im talking composite here. AND if you think the LT1 market is dead? Then why did the MSD opti for the LT1 win the one of the best performance parts awards for SEMA 2006?????

 

It's not gonna happen because we don't need it. The TPI and LSx guys have them available because there are significant gains to be had. One of the best manifolds out there for the TPI guys is the mini ram. I'm rackin my brain but can't seem to remember what production SB manifold it looks like. Even Loyd said a full port job on a LT1 manifold yields only 5-10HP. If the LT1 manifold was junk, therre would be a pile of aftermarket applications available. But it isin't, so there isn't

Unless your going low 10s or faster, the stock unit is fine. If you are, do a Gen I single plane conversion.

 

I think a composite intake manifold would be awesome for the LTX series.

The first step is for someone to do some unbiased testing and find out EXACTLY what a ported LT1 intake is capable of, and what a ported LT4 intake is capably of. Find out the capability of stock stroke, stroker, high RPM, midrage, low RPM, etc. Only when you know what something's strengths and weaknesses are can you improve upon it.

This is not directed at anyone in general, more so at the whole community. It kills me how there is so little research and testing when it comes to aftermarket parts and even limits of stock parts. The local car board I go to has quite a few import enthusiasts on there, and these guys seem to know a lot better than we do what they're working with. My friend has a WRX with a turbo upgrade, headers, up pipe, downpipe, exhaust, ECU tuning and a few other mods. He's still running the stock intercooler AND airbox!! Why? Because someone took the time to do some testing, and was able to prove that the stock airbox is not a restriction until XXX horsepower. Him knowing that saved him some money. There is still a debate and huge gray area on this site as to when a larger throttle body is needed. I'll bet no one has even taken the time to test a stock airbox, they just replace it with some aftermarket piece.

I urge all of you to do testing whenever possible. Not only help yourself out but contribute something to the knowledge pool here. I plan to run my new motor on the stock throttle body, dyno it, borrow a 52mm and document the changes. Then we'll have a back to back comparison that might help people save money, or help them decide what they need. So if anyone is really serious about an aftermarket intake manifold, start with the research.

 

Not a hard formula here. Add runner length, add plenum.

 

I have a custom LT-4x intake for sale complete with 1300 cfm monoblade T/B from ASM, linkage and kinsler fuel rails all you need is a throtle cable from lokar will fit any LT-4 heads. newly powder coated $1500.00 if anyone is interested. email for pics.

 

Seems to me most of you have not done your reading. LT4 and LT1 intake are pretty much the same intertnally, composite would be nice to stop heat from getting into the airstream BUT coatings can do it for less with our existing intake. The stock intake is good at a HUGE ranges of applications and fittment. Is it perfect hell no but there isn't a lot that can be done that would work well over as broad a range and still fit well.

With the LS1 GM went tuned intake for the PEAK number bragging and MARKETTING reasons not necessarily because it is the best way to go fast. Going fast in a street car is more about average power than peak. Look into the Merauder compare to the 94-6 Impala the Impala was 260hp the Merauder 300 similar construction and weight and yet they are a close match stock even with the Merauder having a higher stall and 3.55s stock. The pushrod 5.7 makes more average power than the DOHC 4.6L allowing it to be just as fast while giving up 40hp.

 

you're basing the vitality of a whole market on one product? Last I checked (this is on MSD's website) they only make a cap and rotor, not a the opti, which is the part that is so horribly expensive and prone to failure.

seriously look, for every company on the market that produces one LT1 part there are 10 that produce that same type of part for an LS1. there's no arguing here, it's a simple case of economics. you sell more of what is popular. I'm not knockin the LT1 here, but face it. you can go faster for cheaper with other options. I applaud any company that actaually would take a step to producing a well developed intake for the LT series. It would show they are in it for the love of the cars and not just for the money.

 

The LT-4x is a LT-4 intake ,Steve Quinn who works at kinsler fuel injection did alote of R&D on LT-1 and LT-4 intakes for all out performance race applications. It out flows a fully ported LT-4 intake over 7000 rpm and made approx. 30 more HP at 7500 rpm on my 398ci. It was designed for large displacement N/A motors or would probably work well with forced induction applications with ported heads with excellent flow range characteristics from 2500 to 8000 rpm. I would agree a ported factory LT-1 or LT-4 works very well on board range of high performance street applications. T

 

agreed..probably look bad as all hell to. to bad the price tag would be over 4 figures.