Anyone have any info on the Edelbrock LS3 cross ram they have on display at SEMA? looks amazing.

 

Eager to hear something as well.

 

It sure is wild looking...

 

Well the dual intake version isn't going to fit under our hood. Also I don't like that it's aluminum at all. Lastly the price being thrown around is silly for the hp gained.

I called Vararam about their new fancy intake manifold and they said it will be for sale in January. They claim it has made substantial and real gains over the OEM LS3 intake.

If Vararam's claims turn out to be true (unlike the Power Wedge claims) I'm 100% a buyer.

 

They said shooting for 1st quarter release and around 1100 price point.

 

How the hell is tuning going to work with that thing?

 

You can buy a dual throttle body controller that makes it function as if there was only 1 throttle body

 

Where did you hear that from? I keep hearing $3,000 but that is waaay too high if they want to sell any.

 

Link? I know a guy that is having some serious trouble trying to tune a dual throttle body setup without anything like that.. so that might could help him out quite a bit

 

Here

http://www.ozmoengineering.com/produ...-tb-controller

The OZMO Engineering Twin Throttle Body (TTB) Controller is an electronic control unit designed to facilitate running a secondary throttle body on off-road engine applications. The TTB controller will read the signal from a “master” throttle body throttle position sensors and drive a “slave” throttle body to the exact same throttle position.

Positioning of the slave throttle body is accomplished through Proportional, Integral and Derivative (PID) control. This allows the controller to be used for any manufacturer throttle bodies that use 5V throttle position signals. Motor frequency can also be controlled to match the OEM specifications of the throttle body.

The controller will “read” the voltage signals from the master throttle body, but will not draw current. This means that the ECU driving the master throttle body will not “see” the OZMO TTB controller or the slave throttle body. As such, all signals sent to the master throttle body by the ECU (e.g. cruise control, traction control etc.) will be mimicked by the slave throttle body.


Safety features of the controller include:
• Error count when slave throttle body is >5% out of position
• Shutdown of slave throttle body if error count reaches 100errors
• Degradation of error count over time
• Output ground signal for shutdown indicator or ECU integration (fail safe)
• Over voltage protection
Note that this controller is designed for non-vehicular engine use only. As engine throttle control is an important part of engine function, it is recommended to fully test the user installed wiring and functionality in all environments in a stationary engine application.

 

I can't see how the two throttles could be balanced so that one cylinder bank was running exactly the same as the other. The ECU is only sending out one signal when it really should be sending one for each TB, based on feedback from the various sensors.

 

The only sensors it has that differentiates bank to bank are oxygen sensors and those will work like normal and keep fueling relatively even

 

Is there a MAF sensor in each TB? I'm thinking that there should be, but then the ECM can't receive info from two of them, at least not a stock ECM. I understand that this adapter that they talk about can make it so the same signal is sent from the ECM to both TBs, but really because the two sides of the manifold can't be exactly the same, each TB should be getting its' own unique signal. Just playing devil's advocate here...

 

Edelbrock says it WILL fit under a C6 hood

https://www.youtube.com/watch?v=VAAe...ature=youtu.be

 

I don't see that being an issue really. even with a single throttle body you don't get the exact same performance cylinder-to-cylinder much less bank-to-bank. Since you aren't worrying about carb signal any minor difference in airflow needs, bank-to-bank, would be marginal at best.

 

Lets be real, how many people can use the amount of air that it will flow.

MSD LS3 intake made a great deal of hype, then it never came out. I think we will see it, but not sure how many will see gains using it.

It does look cool!

 

MSD scrapped it because it made less power than the OEM LS3 intake. Last I heard they were undecided if they were going to redesign it or just write it off as a loss.

There are a LOT of people that can utilize the amount of air it will flow. The number of 400+ cubic inch engines with LS3 heads is pretty damn high. Especially given that they have large cams and will spin to 7500 IF there is intake airflow to support it.

that is exactly why my company is doing R&D to bring a DBW 4150 and 4500 throttle body to market. The number of people that would switch to a large single plane if such a throttle body were available is rather high.

 

Good. I have a Wegner NA 416" LS3 and the NW102/FAST made almost no difference, but does look better than the stocker.

 

Exactly...and people tell me I am crazy when I say the FAST 102 is NOT an upgrade over the OEM LS3 intake.

 

Let us know how it works out!