I have 96 ws-6 and getting ready to replace the motor. If you look at my mod list below you will see what im working with and also were im goin with it. Im going to tackle the motor swap myself so i can really learn my car and know its done correct and not half assed. I dont really know how to work the forums but have consistenly been to this one with my online inquiries. I have seen injuneer post many answers to questions and would hope he and others who have the knowledge of my questions in my mod list as well as any other suggestions for me. Ive already got the longblock paid for and have the intake ported for monoblade and have n20 kit and the lttc and ls7 coilpacks but will be purchasing the the rest of the parts in the next month or so and hope to be driving it in July. any help would be awesome even if its the protocol of using this forum. Thanks in advance. I am assuming the motor will have 450-460 at the crank(hope closer to 470 but im realistic with the heads) so around 375- 385 rwhp( depending on what the dana 60 eats up) before the n20.

 

my mod list.383 stroker forged internals, modified and ported intake with monoblade tb, ported heads, ls7 coils with lttc, healthy cam, 1.6 rr, n2o plate system(monoblade) shootin - 150-200, strange dana 60 wt 373 gears, spec clutch, will have lt headers(undecided but looking at tpis), will have true dual 3"exhaust with x pipe. really considering a nitrogen assist or pusher system for the n2o, will have progressive n2o controller. need to know what fuel pump and injector size to run and any recomedations on lt headers for fitment with ac and no egr. need to know if the datalogging and software is better in obd2 because would be cheaper to convert to obd1. This car is pontiac ws-6 1996.

 

Welcome to CamaroZ28.com!!

We'll be glad to help. Probably a good idea to post this in LT1 Based Engine Tech, or I can copy it there for you.

 

You do NOT want the intake ported for a monoblade to use on such a mild motor. It introduces all kinds of low speed cylinder balance and idle issues that aren't worth dealing with till making at least your crank numbers at the wheels.

 

thanks Fred and Dwane I will try to move it over to the lt-1 thread as recomended. I do want to hear more about the monoblade idle and pressure concerns as I have the modified intake but not the monoblade and will need to decide what direction to go soon so please either follow it over there or elaborate a little more here . Thanks again

 

got it moved over to lt1 based engine tech.

 

OK on the stock throttle body mounting surface there are two large holes and one smaller, say roughly half an inch.

That hole is what the throttle body feeds the idle air control into and there is a distribution network under the intake plenum with little holes leading to each intake port in the manifold.

A monoblade can not accommodate that. Guys end up fabricating workarounds or living with the fact it will make the rear plugs dirty on the street because when the idle is fed through the regular plenum the front cylinders steal all the air.

Even the aftermarket 52-58mm TBs need attention when it comes to all this.
PCM Tutorial - Split BLMs
There was a much better site describing the problem and ways to fix it but this will give you some more idea.

 

Welcome to the board.

 

Thank you Ted H. Glad to be here and cant wait to post some time slips and hopefully dyno numbers.

 

thanks Dwayne, here is the work list on the intake I have and hopefully you could take a quick look and tell me what you reccomend. such as use this intake with monoblade or 58mm or 54 mm or use my stock intake with 58 or 54(ported for bigger tb) or just what you think i should do.

•THE AREA ABOVE THE INTAKE PORT RUNNERS HAS ALUMINUM PLATES PROFESSIONALLY WELDED TO ALLOW RAISING THE INSIDE RUNNERS
•THIS INCREASED PLENUM VOLUME AND POSITIONED THE AIR FLOW MORE DIRECTLY INTO THE CYLINDER HEAD
•THIS METHOD HAS BEEN PROVEN OVER THE YEARS TO ALLOW LARGER CAMSHAFTS AND TOTAL AIRFLOW YET RETAIN FACTORY MANIFOLD ACCESSORY LOCATIONS AND HARDWARE

IT IS ESSENTIALLY A 'HIGH RISE' SINGLE PLANE INTAKE LIKE OLD STYLE MANIFOLDS.

THE OPENING FOR A MONOBLADE THROTTLE BODY IS TOP NOTCH FOR STOCK COFIGURATION ENGINES SEEKING MAXIMUM AIR FLOW WITHOUT MAJOR AND EXPENSIVE INTAKE MANIFOLD CONVERSIONS.

THE INTAKE RUNNERS IMPROVED SHAPE AND RAISED ANGLE ALLOWS BETTER AIR CHARGE INTO THE CYLINDER HEAD, WHILE THE PORT OPENING IS STILL THE LT1 / LT4 SIZE TO MAINTAIN AIR VELOCITY AND USE WITH PORTED STOCK HEADS AS WELL AS AFTERMARKET HEADS UTILIZING AN LT1/LT4 GASKET. AFR 210 HEADS WERE MATCHED TO THIS MANIFOLD.

THE MANIFOLD WAS DISASSEMBLED, GLASS BEADED, WELDED ATOP THE RUNNERS, PORTED INSIDE, SMOOTHED AND MONOBLADE OPENING DONE.
•IT HAS EGR BLOCK OFF PLATES INSTALLED ALONG WITH A REMOVABLE PLUG IN THE FACTORY PCV HOLE.

THESE CAN BE REMOVED AS NEEDED OR LEFT TO RUN IS THEY ARE.

IT WAS DIFFICULT TO CAPTURE THE ACTUAL INCREASE/CHANGE INSIDE RUNNERS WITH PICTURES. SIDE BY SIDE TO A STOCK MANIFOLD THE GASKET OPENING LOOKS SIMILAR, BUT MOVING INSIDE FROM THERE THE PORTING REALLY SHOWS! LOOK CLOSELY AT THE TOPS OF THE RUNNER ROOF AFTER THE INJECTOR HOLES. SEE THE BLENDED, HIGHER THAN STOCK RUNNER DESIGN!

FACTORY CASTING BUMPS AND RIDGES WERE SMOOTHED OR REMOVED FOR ALMOST A TUNNEL RAM STYLE PORT.

 

For your modest goals a stock intake without any runner work would be fine just opened up for a 58mm TB.

450rwhp is easily doable with just normal porting of an LT1 intake and a hydraulic cammed 383, plenty of examples have gone higher.

That intake you are posting about is aimed at another level of engine build.

 

thanks again dwayne. have done alot of looking at the throttlebodies and iac issues. I know the intake is the next level so to speak but how do you think it would do with a 58mm tb particularly on my n2o runs as ill be runnin a 200 hp shot so that puts me 550-580 at the wheels plus you know how it is kinda hard to stop and be satisfied so heads may be next years deal. i do appreciate your advice because I tend to forget this car needs to retain some streetability and you have already steered me back that direction.

 

Without knowing exactly who did those modifications I would still hesitate to use a heavily modified intake like that. There are a lot of gurus out there who are better at taking people's money than actually making HP.

Plus heads and cam should be ported together so they match.

 

I here ya. Ill see if I cant track down the shop that did the work or get some more info. The guy I got it from was reputable but doesn't mean who he got it from was.he had a turbo build planned but had circimstances change his build. I also agree head and cam should compliment one another and the guy building my longblock is getting a grind to match the heads but I also feel you can find other heads that match the cam even though that's backwards and very limiting. Thanks again for your imput.

 

The heads and cam must match thing is GROSSLY overstated on the internet. We know about what a 23degree SBC head is capable of, we know what an LT1 intake does the little details about exact flow at particular lift are not that critical. Good LT1 heads will still be flowing well at any lift you are brave enough to run on the street. Pick good heads and a cam to suit the rpm range you need that is the most important part.

If your shop starts talking wide LSA to keep the computer happy or for that mild a shot of nitrous I would look elsewhere. 150-200 shot is NOT worth using a custom wide LSA 112+ cam for. Then on the other end of things the computer is fine with tight LSA have used tight at 108 myself without it causing computer issues but it is a VERY common myth that the computer doesn't like that stuff.