General performance question....i.e. n00b Q
Thread Starter
Drifting
Joined: Aug 2004
Posts: 1,677
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From: Potomac Falls VA
General performance question....i.e. n00b Q
What does moving to a lower rise intake do to your performance?
I know the answer is probably real easy to a lot of guys here but I am thinking through some stuff on my car right now....
I know the answer is probably real easy to a lot of guys here but I am thinking through some stuff on my car right now....
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Well as always it depends. Most Lo-rise intakes are designed for lower rpm performance. They do very well off idle but power falls off rapidly as RPM climbs. The newer designed *hi-rise* style..like the Edelbrock RPM's or even the old GM LT-1 dual planes usually actually make MORE low rpm power in addition to hanging on pretty well as RPM climbs.
They do this by having longer runners which helps low rpm power..but the runners are also much straighter and have gentler curves (made possible by being taller) so they still make good top end power.
The above is talking about *dual plane* intakes. There are also lo rise single planes that usually give up a lot of low end power and only do slightly better at top end..but they do fit under the hood easier.
JIM
They do this by having longer runners which helps low rpm power..but the runners are also much straighter and have gentler curves (made possible by being taller) so they still make good top end power.
The above is talking about *dual plane* intakes. There are also lo rise single planes that usually give up a lot of low end power and only do slightly better at top end..but they do fit under the hood easier.
JIM
Thread Starter
Drifting
Joined: Aug 2004
Posts: 1,677
Likes: 1
From: Potomac Falls VA
Well as always it depends. Most Lo-rise intakes are designed for lower rpm performance. They do very well off idle but power falls off rapidly as RPM climbs. The newer designed *hi-rise* style..like the Edelbrock RPM's or even the old GM LT-1 dual planes usually actually make MORE low rpm power in addition to hanging on pretty well as RPM climbs.
They do this by having longer runners which helps low rpm power..but the runners are also much straighter and have gentler curves (made possible by being taller) so they still make good top end power.
The above is talking about *dual plane* intakes. There are also lo rise single planes that usually give up a lot of low end power and only do slightly better at top end..but they do fit under the hood easier.
JIM
They do this by having longer runners which helps low rpm power..but the runners are also much straighter and have gentler curves (made possible by being taller) so they still make good top end power.
The above is talking about *dual plane* intakes. There are also lo rise single planes that usually give up a lot of low end power and only do slightly better at top end..but they do fit under the hood easier.
JIM
I have found with the low rise filter / air assembly I have some extra space so I am wondering if I would be better off switching to a different intake manifold.
I probably should have posted all of this earlier....
Shane
PS - This is from Jasper when the engine was on an engine dyno and not at the wheels.
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2017 C2 of Year Finalist
You have to remember...Hp is a math function of TQ X rpm. You are making just under 400 ft lbs down very low in rpm.....looks pretty stout.
Power looks to be falling off above 5400 rpm or so pretty quick..so I assume it's a relatively small heads and cam package? Looks like a fun deal with some highway gears...you won't need a lot of gear in it.
JIM
Power looks to be falling off above 5400 rpm or so pretty quick..so I assume it's a relatively small heads and cam package? Looks like a fun deal with some highway gears...you won't need a lot of gear in it.
JIM
