LOL! I've been working on cars with stock OEM intake runner control for 20 years. I can't believe the aftermarket isn't offering variable geometry intakes yet.
I really like it when someone does a dyno video and you can hear how the engine sounds in the background at idle not just WOT. I know sound makes absolutely ZERO difference performance-wise but show me 1 guy with a streetcar that doesn't love it when they pull up to a red light and people roll their windows down to hear a rowdy hot rod sitting there. Old people may roll their windows up but whatever lol. The sound is just the added bonus of big power,
yes really difficult to know the piston speed acceleration curve the maximum air flow required - its not difficult to do when you have a next to unlimited budget with all the toys
Good video The fast 102mm with the long runners is the best overall intake of all even though it's not much better than the LS3, it is still better. However you will see proper gains on larger cubic engines with the fast 102mm compared to the ls3 intake. I saw a test on a 416 LS3 with a decent camshaft the fast gained 30hp over the ls3 intake.
If you’re not using the LS stock intake, and it fits cathedral heads, this ASE Master from 78 would give you $50 + shipping! One pay check due to painful joints would help me get a vehicle running for me. The true definition of irony is working on 2,500 vehicles each year, now on foot. Peace out young race track dudes! Serious though. You know your kids have grown? When they total out their cars. Lost four that way, 4X4 to Park Ave Ultra. I am not to proud to ask as I harvested a 5.3L from an 03 Tahoe and need it in my 67 C10 because I can’t work the clutch with knee, so after 7 years of saving, not much to show other than my wife’s premier 96 Prizm. Thanks for the side by side specs, very interesting.
I am building almost the exact engine 408 9:1 compression that will be boosted. Do you think the tbss manifold would preform as good or better down low like the ls3 you showed. though its ugly as sin, looks don't preform. OR is there a better intake you recommend? I was thinking fast but would rather save some money for more power adding purposes thank you for your video and all your information.
I would., I did use the single plane with carb style throttle body. It looks better. I run a s488 on a 383. 1200hp vs 1170 . What ever . The click of a knob 1/2 of a psi makes that up.
Factory intake no slouch even on 9-1 comp and best on Streeters. Other stuff is hi comp racer related for those seeking last bit of hp , really not much of bang for buck.
I'm in the middle of building a 408 LS for my 86 Army Truck with factory 4.56 gears. I'm building it with max torque in mind. I have to buy new heads because my LQ4 came with factory Iron Heads. I was going to use Factory GM#317 alum. heads and factory cam but are there any better options out there for me? The truck weighs 5400 LBS and I will be using a 4l80E trans.
If you're wanting torque, the 406 heads with small valves are great for trucks and really any naturally aspirated vehicle. For something like that, I'd go diesel with turbos. Much more to and more reliable with the weight of that vehicle.
The 406 heads. Smaller valves and combustion chamber but better compression and torque in most applications. You could get bigger valves in those heads but unless you do other things first. I wouldn't
The best head for a LQ4 looking for absolute maximum 'torque' is the 241 LS1 head. The 706 4.8/5.3 combustion chamber is simply too small and will be knock limited with EVERY cam that will make good 'torque', INCLUDING the stock cams. Been there, done that, doesn't work. After an enormous amount of time and virtually unlimited cam configurations I was able to come up with a LQ4 combination that makes more power from idle all the way to redline. It's relatively limited in peak power production at ~470, but will run on 87 octane and makes ~20% more power (+67 Tq) at 2000 RPM than a stock LQ4. I was surprised to find out how difficult it is to improve bottom end (
Авто/Мото
LOL! I've been working on cars with stock OEM intake runner control for 20 years. I can't believe the aftermarket isn't offering variable geometry intakes yet.
Ported LS3 intake is always the go to. Its a winner.
Not on boost ….. you don’t want ported rotomolded manifold ported
The factory LS intake is very impressive.
Gwatney Performance has a few tricks to the stock ls3 that get pretty good gains.
I really like it when someone does a dyno video and you can hear how the engine sounds in the background at idle not just WOT. I know sound makes absolutely ZERO difference performance-wise but show me 1 guy with a streetcar that doesn't love it when they pull up to a red light and people roll their windows down to hear a rowdy hot rod sitting there. Old people may roll their windows up but whatever lol. The sound is just the added bonus of big power,
It’s crazy how good the factory LS3 intake is. Those engineers knew what was up.
yes really difficult to know the piston speed acceleration curve the maximum air flow required - its not difficult to do when you have a next to unlimited budget with all the toys
Good video
The fast 102mm with the long runners is the best overall intake of all even though it's not much better than the LS3, it is still better.
However you will see proper gains on larger cubic engines with the fast 102mm compared to the ls3 intake.
I saw a test on a 416 LS3 with a decent camshaft the fast gained 30hp over the ls3 intake.
I'm sure a ported stock ls3 would not be far behind at all
wonder wait would happen if you test the factory one vs the fast keeping the engines under 3000rpm watching the fuel usage
If you’re not using the LS stock intake, and it fits cathedral heads, this ASE Master from 78 would give you $50 + shipping! One pay check due to painful joints would help me get a vehicle running for me.
The true definition of irony is working on 2,500 vehicles each year, now on foot. Peace out young race track dudes!
Serious though. You know your kids have grown? When they total out their cars. Lost four that way, 4X4 to Park Ave Ultra. I am not to proud to ask as I harvested a 5.3L from an 03 Tahoe and need it in my 67 C10 because I can’t work the clutch with knee, so after 7 years of saving, not much to show other than my wife’s premier 96 Prizm.
Thanks for the side by side specs, very interesting.
You should test a ported ls3 intake . Best all around intake for a street car.
Send one we can test it!
You should get the intake from Car Craft mad that looks like a shark!!
Jeff Jones FD shirt!!!
I am building almost the exact engine 408 9:1 compression that will be boosted. Do you think the tbss manifold would preform as good or better down low like the ls3 you showed. though its ugly as sin, looks don't preform. OR is there a better intake you recommend? I was thinking fast but would rather save some money for more power adding purposes thank you for your video and all your information.
I would., I did use the single plane with carb style throttle body. It looks better. I run a s488 on a 383. 1200hp vs 1170 . What ever . The click of a knob 1/2 of a psi makes that up.
Try it with the Cadillac Eaton blower.
Factory intake no slouch even on 9-1 comp and best on Streeters. Other stuff is hi comp racer related for those seeking last bit of hp , really not much of bang for buck.
I'm in the middle of building a 408 LS for my 86 Army Truck with factory 4.56 gears. I'm building it with max torque in mind. I have to buy new heads because my LQ4 came with factory Iron Heads. I was going to use Factory GM#317 alum. heads and factory cam but are there any better options out there for me? The truck weighs 5400 LBS and I will be using a 4l80E trans.
If you're wanting torque, the 406 heads with small valves are great for trucks and really any naturally aspirated vehicle. For something like that, I'd go diesel with turbos. Much more to and more reliable with the weight of that vehicle.
The 406 heads. Smaller valves and combustion chamber but better compression and torque in most applications. You could get bigger valves in those heads but unless you do other things first. I wouldn't
706 heads off a 4.8-5.3
@@randyrowe3097 modern diesel engines are a far cry from reliable. LQ4 is DEFINITELY more reliable.
The best head for a LQ4 looking for absolute maximum 'torque' is the 241 LS1 head. The 706 4.8/5.3 combustion chamber is simply too small and will be knock limited with EVERY cam that will make good 'torque', INCLUDING the stock cams. Been there, done that, doesn't work.
After an enormous amount of time and virtually unlimited cam configurations I was able to come up with a LQ4 combination that makes more power from idle all the way to redline. It's relatively limited in peak power production at ~470, but will run on 87 octane and makes ~20% more power (+67 Tq) at 2000 RPM than a stock LQ4. I was surprised to find out how difficult it is to improve bottom end (
How much for 408$ stroker ls2 engine
9:1 408 ...623hp crank?!......what kinda dyno is that? #HOGWARTS magic dyno. lol
Lol I made 582 hp and 482 tq with a Vic jr intake and 750 carb on a lq9 with ls3 heads
Oh yeah, what cam
Same combo I have but lq4
@@infamousnova comp cam
@@delonthompson2527 got any video of it
@@infamousnova 54-471-11