Before getting into this write-up, I would like to tell each person reading that a big part of my motivation is the St. Judes fundraising effort on this board. I dont think its much of a reach to understand why this cause is so important but unless you suffer such a painful loss as a result of a childnood destroyed by various illnesses I dont think you could see it from the point of view of it happening to your world. The death of a child in your life changes you forever and I will never be able to relay the pain associated with it. Take a monemt and send 20 bucks to this charity. You wont even have to do anything more than you do in posting on your computer on this forum. Its the best thing you can do to help this world and make my efforts here more worthwhile. We have the means to send robots to mars so I believe we can beat cancer, sudden infant death, and form new medications. I find it odd that it has to happen to your car before most people recogize a risk some part has to pose before you upgrade to better parts but we are doomed if we have to have things like these illnesses hit out homes before we take the steps to save a life.

---------------Make a difference TODAY------------------
This year you can donate in 3 ways:

1) Personal checks, cashier checks, or money orders, made out to: St. Jude Children's Hospital and mailed to "pewter99,":

Robert Briggs
P.O. Box 17083
Clearwater Fl 33762

Please put your forum name on the memo line of the check

2) paypal: corvettes4stjude@aol.com

ON TOPIC

The FAST 102 as you know is a new LS2 replacement that fits all year cars from 2005 forward with no modification to the firewall. It comes with pretty clean runners but since it responded to porting, I was called by Steve at England green and was asked to take a look at one for an opinion. I jumped at the opportunity because of my former porting modding of the older, now discontinued, FAST 92.

On To Bigger and Better Things

The opening of the FAST 102 pictured here is now a whopping 102 inches to allow for the use of aftermarket TB units that let the bigger LS engines take a gulp of serious air. I used to open the mouth a bit but we are talking to 94mm at best. I can get my forearm all the way into this guy and touch the back which is out of the question with the old units.

Hey Go On a DIET!

One thing that struck me as I lifted this thing out of the box was that it was much heavier than the old unit. I would guess 25% or more. Its not much considering the added power on the lower models but the LS7 is a closer call. I dont recall seeing how they stack up gains on built LS7s. Perhaps owners can chime in here.

The FAST 102 unaltered:


The FAST 102's modular/removeable runners. Here you can see where the weight gain came from. Those runners are thick plastic:


Here the back of the fast shows a lack of 'bump' where it used to contact the firewall:


Down to where to power comes from: The runners shown here have a casting variance that to keep it from making an obstruction, keeps the internal dimensions of the runners smaller than the exit size of the manifolds bottom shell which has the constraint of the size of the intake runner on the head. They therefore intentionally keep this smaller to take up the positions of the modular runners that can move up to 1/16". Since it cant be done when its cast, each runner gets port macted to the bottom shell's opening while in position. This has to be done by hand. It essentially marries that runner to the position. The seals appear to be really good and I see no reason why this tank cant handle decent amounts of boost.

Here the lip of the removeable runner is seen to be smaller than the exit port of the bottom shell:



After porting (I know, looks like a CNC job huh?):


Again from another angle but before the high speed buffing:



England Green wanted this LS7 unit to be painted flat black to look stock:



It was fun seeing the new unit(s) and seeing where the technology took the intake. The new runner design is the same for all the units. It appears the units for the LS2 and LS3 gain more from the porting than the LS7 but they all make gains. I would place this amount of work at or just under 150 bucks but tuners paying electric bills may charge about 200 all done.

The porting isnt super invasive but if you mess up, you need to order a new runner.

Contact England Green for pricing on this port job. I hope they like the free-bee.

FAST has a winner here.

 

Great to see you talking about intake manifolds Jay!

I just bought one of these this week and will be installing it this morning unported.

St.Judes
I am doubling my donation from last year ( I admit it is not an impressive amount but I am happy to do what I can afford) and that is my plan moving forward....
Each year my goal is to double my donation from the previous and I want you to know it is because of you and your efforts that I am more aware/knowledgeable of St.Judes and happy to donate to such an important cause!


Thank You for all of your efforts to both St.Judes and the Corvette community!!
John

 

Well done and thanks for sharing!

Bill C

 

Nice work Spin

Let us know what it makes for power!

A friend drove my car the other day with your ported FAST 92 and TB, and was really impressed...so was the new M3 he raced

It also sounds like a good intake should

 

Good work spin! Thanks for posting up. I would like to see the gains that it makes over your ported 92. I cant imagine it would be a whole lot but hey you never know.

 

Just a few points to clear up here. My car does not have a FAST and thus I have nothing to compare it to. I am not installing the units I looked at here and was merely playing and looking (admittingly as a window shopper). These manifolds are going on England Green cars and to my knowledge, none are meant as a replacement to the FAST 92 so there is no install nor are there any comparative numbers comming from me.

England Green sent them to me at their cost because I asked to see them in exchange for a clean-up.

I was sharing what I saw, and really have no plans one running one on my car. While in an FI application they would likely hold up fine and also make a few poines (25-30hp), I fail to see why that would be worth 800 bucks in my case although anyone looking for the last few HP on a blower car that has maxxed out the head unit will find this will help.

Thanks for looking and thanks for supporting St Judes.

 

Top notch port and paint job! Fast intakes are a nice looking intake.

 

Thanx for the "inside" information, Spin. Does it appear that it would be practical to shorten the runners to raise the RPM potential of this manifold? As you know, some wild guys would like to make big power at 7000 or 7500 RPM.

 

Great post as usual. I donated to St. Judes for 09 and 2010 too but my Avatar signature doesn't reflect it for some reason.

Did you have the opportunity to place the base on an engine to see how the base lines up to the heads? I've seen some serious FAST 92/head port mis-match pictures here on the forum lately, both Trick Flow and Leon's stock heads.

Do you recall seeing such mis-matches in the many FASTS you've installed?

I'm wondering if the FAST 102 fits the heads any better?

 

The retangular ports all line up perfectly.

The catherdal ports only have a variance at the base of the port which is irrelevant. You actually lose power if you grind out the bottom of the port to match the intake's bigger opening and here's why.

Way back with the introduction of the cathedral port, it was shown that low rpm air hugs the base of the port along the short side radius and high rpm air actually run to the top side of the port. At WOT the air is centrifugally forced to the top side of the port and is not going to be helped by the air along the bottm. So digging this out to match the manifold only kills the throttle response from low rpm use.

There are some tuners who actually use a trapezoid shaped port where the top of the cathedral port is widened and the base is left alone on the 243's to minimize the cross sectional area of the full port volume. Hogging out a 243 head to 240cc's will get you great peak cfm's but translate into a TQ'less wonder under 5000rpm's. These heads usually lose 10+rwtq and dont make 400rwtq at 4000 rpms on a an LS2. Trapezoidal porting heads can hit 305 cfm, with only 220cc's of intake runner volume, yet maintain great part throttle driveability.

The Trick flow heads also take adavtage of this. They minimize the volume on the lower end by raising the floor with a fairly wide port top resulting in say 225cc's on the overall runner. Hogging them out because conventional wisdom says to have matching ports is not a good idea. Raising the FAST's port floor if you cant sleep at night knowing there is a floor height difference, will yeild even higher cfm velocity and is the far better way to port match it. JB weld isnt going to come lose.

My proof that the porting isnt helping is that a TF225 with the mismatching ports still makes 520rwhp with a 10.5 et result on a 235 intake duration cam (the power and track records). A TF235 on the LS3 beats the LS3 heads and by a faily good margin so if you're looking to hit 550rwhp, ditch the LS3 head on non-stroker LS3 applications. We have seen stroker 427 (4.1 stroke) LS3's hit near 600rwhp with them.

In the end the port width at the top of the runner is what determines a true port match since the bottom isnt really seeing as much air flow at least at the same velocity. The tuner using most of this technology has shared info but requested they not be mentioned in my posts.

 

^^^ great post. Thanks!

 

How are the LS3's making 538 RWHP W/O Trick Flow Heads. I read somewhere in the post " What are ls3, base, bolton, Cam only Cam & Head work" I thaught LG posted 538 or am I misunderstanding something.

 

That doesnt mean you cant see 560+rwhp with the 235's. The point was that the TF 225's runs 10.5s with the mismatched port thus it doesnt kill the performance. Lets take discussions on the LS3 heads to a new thread.

 

Just one point to soften up the crowd: Most of the max effort tuner results arent repeatable unless you go to them. If tuner X did a combo and has proprietary heads, it doesnt help you on the other side of the country. I know of quite a few tuners that got a great result and wont sell the parts to anyone. Secret cams and in house heads dont help the avergae Joe. Knowing the fastest H/C car ran that result with a XYZ cam and off the shelf TF 225's brings the results down to earth for the garage hobbyist to do it themselves.

Personally I like to see someone take free info and repeat it themselves on an independent dyno with nothing to sell. We all get something from that. You want to know cam specs so you can design a motor. compression and clearance being two big reasons to get a known cam. If for no other reason that knowing what to expect with driveability, I want the cam to drive well so I need to know the overlap.

 

Well SPIN, Seeing is believing as I just installed TF's/ Fast 92 and I can
say the port match is beautiful, however there is in fact a raised floor
on the Tf to the tune of about as much as A quarter inch. It does support what you have been saying about dynamic air flow and I couldnt believe that trick flow doesnt know what they are doing and needs to be informed there is A problem with their Heads. I got some Pics that I will post on my other thread as many have been asking to see what we are talking about. I hope silvervette did not grind out the Floor but in the beginning his thread had some credibility and I with many others were astonished.

 

Thanks for the great write up, Spin - and for the awesome porting job!!!

This 102mm baby is going on a 2007 C6 Z06 that is running our Whiplash II cam kit, currently making 555rwhp.

We are installing Spin's ported FAST 102mm intake along with a Spin ported 90mm TB and ported LS7 heads. Hoping for well north of 600rwhp, all motor, stock bottom end LS7 427ci.

We are waiting for the heads to come back in-house and we will retune it then run it on our dyno and see what she makes.

Once we post results, please feel free to contact us for SpinMonster ported FAST intake manifold & throttle bodies.

Thanks

Stephen
p.s. and we have "secret cams"

 

HOLY HELL!!! A theory to practice post!!! Cant wait to see the DYNO RESULTS!!!!!!!!!!!!!!!!!!!!!!!!!!!!!:sma sh: Giveer HELL EG!

Cant wait to see the WHIPLASH II / SPIN PORT Combo results!

Bill

 

We're excited to be working with Spin, Bill. We have had several customers with his intakes in the past and they have all made great power.

Thanks to Spin. we have an (original) Whiplash cammed LS2 at 517rwhp, all motor

 

Wasn't there a thread when this intake initially came out comparing a stock LS3 intake to a ported stock LS3 intake, to a FAST 102, to a ported FAST 102?

I recall reading that on a fairly stock LS3 motor, you got most of the FAST gains out of a stock ported manifold and there wasn't much if any power gained porting the FAST102.

 

Obviously, additional data points showed the first sample to be an incomplete picture. I would expect that you need a bigger sample rate for a more complete picture. As LS3 H/C cars using them start showing north of 530rwhp, it shows they make more power on cars with bigger cams and ported heads. By comparison, the Stock FAST 92 makes 12HP on a stock LS2 yet a ported one can make 30/30 on a big cammed H/C car. For the same reasons, I dont think a 1 7/8 header would show a gain at all over a 1 3/4 header on a stock car. Stock motors dont need state of the art flowing heads, exhausts, or intake manifolds. Judging a parts worth on what power it makes only on a bone stock motor is not a true judge of its value. You have to use your head as to what parts benefit your car with its other parts.

The cams in the LS3 builds just werent using the flow benefits of the LS3 FAST 102.

A good ported LS3 stocker is a good investment but here we go again, is the ported LS3 FAST 'worth it'? As we get into better designed H/C packages, the answer is yes.

I dont have a stake in either anyone chooses so its an unbiased opinion.