C4 intake options
Le Mans Master
Joined: Feb 2005
Posts: 5,146
Likes: 3
From: The Motor City
The mini will fit under any stock c4 hood. The only way I am aware of to improve the front to rear cylinder fueling is through having the ability for percentage changes of fueling from cylinder to cylinder. I believe the fast stand alone systems has that capability along with sequential fire injection.
Safety Car
Joined: Apr 2005
Posts: 3,624
Likes: 431
From: Dale City VA
A Single Plane is going to be a lot of custom work on an LTX. I know first hand as I'm one of the few people that actually have one. A GEN 1 based engine is a bolt on compared to the LTX.
Mine is a PN 2925 Super Victor with a sheetmetal elbow for the TB. It fits under the stock hood fine. I started out having someone else do it and ended up re doing it myself when their level of work wasn't really what I wanted. The guy had done a few before for GEN I cars and they turned out good.... not sure what happend with mine but after I got done with it it at least bolts up now. Pics of the finished product are on my Photobucket. I personally wouldn't run anything else. I would do alot of things differently if I were building one starting tomorrow.
On the LTX I think the biggest problem is the different intake bolt pattern. I did it the STUPID way. I converted the intake manifold over to the LTX bolt pattern. So on top of all the welding for injector bungs the entire bolt flang is welded up and re-drilled. 4 years later I can reflect and say that it would have been much easier to drill the cyl heads for the GEN 1 bolt pattern.
The TB is another place I mis-spent $$$ I shouldn't have. I have the AS&M mono blade. If I were smarter first time around I would have built it for a common LSX TB. More selection, more air flow and cheaper.
Today is a bit better than 4+yrs ago when I built mine. If I were to do it over - I'd have 2 options from Eldebrock and one from Professional Products. All have fuel rail kits for them so that is one more thing I had to build you won't. All still need some work but far less than what I have invested in my set up.
The Victor EFI PN 29785 would be the easiest to adapt IMO. Simply drill the LTX heads for the GEN I intake bolt pattern and bolt it on. Use the PN 38473 low profile LSX TB elbow (it's almost the same height 3.5" as my sheet metal one) and your choice of LSX TB. Your in business.
If you just wanted to keep the LTX bolt pattern the Super Victor Vortec EFI PN 29135 would be far easier to weld up and re-drill for the LTX intake bolt pattern (since the bolt flages are already on the vertical plain). Use the same PN 38473 elbow and LSX TB.
If you want to stay with the factory style TPI/LSX TB's your going to need a fabricated TB elbow like I have. Plenty of people make them if you can't.
Lastly the Professional Product PN 52039. It's taller than the Edelbrocks, so hood clearance would have to be watched carefully.
All these intakes are set up for a rear dizzy so dumping the opti is easy as changing your Engine Management Computer. Since you guys are running DFI you've already got that accomplished.
Will
Mine is a PN 2925 Super Victor with a sheetmetal elbow for the TB. It fits under the stock hood fine. I started out having someone else do it and ended up re doing it myself when their level of work wasn't really what I wanted. The guy had done a few before for GEN I cars and they turned out good.... not sure what happend with mine but after I got done with it it at least bolts up now. Pics of the finished product are on my Photobucket. I personally wouldn't run anything else. I would do alot of things differently if I were building one starting tomorrow.
On the LTX I think the biggest problem is the different intake bolt pattern. I did it the STUPID way. I converted the intake manifold over to the LTX bolt pattern. So on top of all the welding for injector bungs the entire bolt flang is welded up and re-drilled. 4 years later I can reflect and say that it would have been much easier to drill the cyl heads for the GEN 1 bolt pattern.
The TB is another place I mis-spent $$$ I shouldn't have. I have the AS&M mono blade. If I were smarter first time around I would have built it for a common LSX TB. More selection, more air flow and cheaper.
Today is a bit better than 4+yrs ago when I built mine. If I were to do it over - I'd have 2 options from Eldebrock and one from Professional Products. All have fuel rail kits for them so that is one more thing I had to build you won't. All still need some work but far less than what I have invested in my set up.
The Victor EFI PN 29785 would be the easiest to adapt IMO. Simply drill the LTX heads for the GEN I intake bolt pattern and bolt it on. Use the PN 38473 low profile LSX TB elbow (it's almost the same height 3.5" as my sheet metal one) and your choice of LSX TB. Your in business.
If you just wanted to keep the LTX bolt pattern the Super Victor Vortec EFI PN 29135 would be far easier to weld up and re-drill for the LTX intake bolt pattern (since the bolt flages are already on the vertical plain). Use the same PN 38473 elbow and LSX TB.
If you want to stay with the factory style TPI/LSX TB's your going to need a fabricated TB elbow like I have. Plenty of people make them if you can't.
Lastly the Professional Product PN 52039. It's taller than the Edelbrocks, so hood clearance would have to be watched carefully.
All these intakes are set up for a rear dizzy so dumping the opti is easy as changing your Engine Management Computer. Since you guys are running DFI you've already got that accomplished.
Will
Last edited by rklessdriver; Jan 11, 2011 at 10:53 AM.
