ANYONE KNOW HOW THESE WILL HANDLE!!! reviews show +35 RWHP?!?!? AND out run the Fast 90mm... im in the market for a new intake my current setup is a 436 stroker with ls6 heads HERE IS THE ENTIRE BLUEPRINT for my engine : http://photobucket.com/2001Lingenfelter anyone have recomendations?? it has stock ls6 intake and tb both ported by lingenfelter... dyno today turned out 502RWHP... i need ATLEAST 550 to wheels while staying Naturally Aspirated running high 10's currently and looking to put the 3.90 or 4.10 gears in ASAP!

ANY HELPPPP!!

 

Iam not sure if weiand is available in market, call speedinc.com or others when its availability. I heard it shines in mid range rpm and run out of breath in high rpm So, since ur's is 436 and 92mm would be best for ya. Others might chime in as i need more info on this intake.

 

thats exactly what i heard once it hits 6200 it runs out of breath and engine shuts out... http://store.summitracing.com/partde...=1#Application they come out 11/18/2008 so i dont know if anyone knows much on them but my problem seems to be having such a large engine and restricting it with the ls6 intake and heads?? my theory is if i can get more are into that engine i should beable to produce some wild numbers.. would ls7 intake and heads give the flow needed for this size engine?!? had full tune running 11:1 compression, 20w 50 pensoil, and blowing out BLACK liquid, when the car is first started in the AM the gound is covered in back spots, also its burning 1qt-per 250miles... new rings engine has only 6,000 miles car it self has 19,000 miles

 

I think your builder's choice of cylinder head limits your goals more than the intake. Well designed TFS or ETP, even AFS, would be an improvement over ported 243s.

 

If I had the bore for it I'd throw a set of LS7 heads in a heartbeat along with the LS7 intake manifold.

My $.02

 

The cylinder head advice is solid....a stroker places an even higher emphasis on cylinder heads and a premium aftermarket piece with a clean sheet design will usually outperform a ported OEM casting.

And regarding your query about the manifold choice, steer clear of the Weiand (assuming it finally gets released)....it's completely the wrong manifold for this application. If anything you need just the opposite in fact (a shorter runner intake) but for a solid street/strip combo in a stroker, a properly ported FAST 92 is hard to beat. Invest in the porting....on that size engine with good heads it will double the gains from the swap. If you need some help in that department feel free to touch bases with me via PM or phone.

Good luck with the new combo

Cheers,
Tony

 

From Speed Inc, website: 90mm Street Warrior LS Intake
ETA: January 2009. One other thing, since they have had production problems, a production model should be tested to see how the pre- production fixes affect the manifold. Only a thought. Or like the
tv ads say: results may vary.

 

from Trevor @ Texas-Speed.com

We're always here to help in any way possible. That's our job! Your build sheet shows a 237/242 camshaft. Do you know if this cam is still in the engine? If so, you could step up to a larger cam. It just depends on how aggressive you want to go. For your setup, I would recommend a ported FAST 92mm intake manifold with a 92mm throttle body. Porting the FAST intakes net another 8-10 HP, depending on the setup. We engine dyno tested the ported FAST 92 on a 346 cid LS1 vs. an unported FAST 92, and the ported intake gained another 8 HP over the out-of-the-box 92 intake and throttle body for a total of 22 flywheel HP over the stock LS6 intake! It will gain a little more on your engine since it is so much larger. We offer the ported FAST 92mm intake manifold with the PTM 92mm throttle body for $1,399.99 + shipping. Unfortunately, being in Texas, there would also be 8.25% Texas state sales tax of $115.50.

As for your oil consumption, that's not surprising considering the stroke of the engine. This can be a little hard to explain without being able to show you, but as you increase the stroke of an engine this pushes the pin placement in the piston further towards the top of the piston. As the pin moves up, it also moves into the grooves for the oil rings. This can cause excessive oil consumption, especially if the ring set does not have a Napier second ring. I highly doubt it has a Napier second ring. A common area that can cause excessive oil consumption is an improperly setup breathing system. Does the engine have any breather filters on it at all? If not, this will cause excessive oil consumption since your engine cannot properly vent the crankcase pressure caused by the long stroke. If you can, take a few pictures of your engine, specifically of each valve cover so I can get an idea as to how the breathing system is setup. The down side is if you are having oil consumption issues because of inadequate crankcase breathing, it has most likely hurt the piston rings if it has been run for a few thousand miles. The excessive pressure in the crankcase will actually push on the bottom of the rings keeping the rings from properly sealing. It can also lead to problems with ring flutter, which will impair the engine's ability to seal the rings against the cylinder walls. The FAST 92mm setup will help for power, but it will not solve any oil consumption issues. With your existing pistons with their valve relief configurations, you could opt for a stage 3 6.0L or LS6 head. Both heads will use the same intake and exhaust runners, but the 6.0L heads will have a 72cc chamber vs. the LS6's 64cc. You will want to select the proper set of heads to net your desired compression ratio.

 

would this make a noticeable driving difference?? 22hp to fly wheel is around 19hp to wheels give or take... this along with the 4.10 gears should launch this car in theory right?? vs the stock gears and ls6 ported intake