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We here at Goertz1 Performance Racing Organization (G1Pro) are gearing up to release our line of cathedral, ls3/lsa, and c7 intake manifolds.
We currently offer a full lineup of gen 5 direct injection ltx intakes however these winning designs are in the works of being ported over to all lsx engines. Cathedral and Ls7 parts will be the first to roll out and should be ready for shipping by Sept 23. Ls3/lsa will follow that.
We have many different styles available. Some oem hood friendly bolt in options as well as our Hi Ram Terminator line. We also offer air water intercooled options (up to 1500hp under stock hood) using only the best cores from Bell Intercoolers.
Nice. I assume price will be better than the $3500+ billet units that I'm eye balling. I like the support for factory map sensor (or atleast that is what it appears to be).
All (non intercooled) LSx series pricing will be starting at $1500 shipped before options.
In the LTx port injection is an option but with the lsx lineup additional rail setup will be the option, also powder coating is available for those who are interested.
I will initially be offering some group purchases though with a nice price of $1050 shipped!
I will initially be running batches of 3 so these spots will fill up very fast. I work with many companies as well, some local some not, so expect them to be wanting to get in on those spots very quickly.
What sort of options would you like? They are custom build to order so we can do whatever.
by default the ls7 intake will be setup for 90mm ls7 tb
ls9 bolt in type map sensor
for boost/vacuum reference i do a 3/8 npt port in the rear and one of the front intake. If you want more i can do more.
Rails are setup for 48mm long ls7 type. Can do dual injector per cylinder or single (dual cost $200 extra).
Powder Coating is done by Houston native Coatings by Coates. He is a good friend of mine and does all big name locals (m2k, lmr, boostworks, etc)
Personally just the coating. Everything else sounds normal. Just wasn't sure what you meant by options.
Will be interesting to see how they do on dyno/etc on a high boost ls7. All the other sheet metals lose a crap ton of power, so always been hard to pay a ton of money to lose power.
The problem is that to clear a vette hood you have to sacrifice runner length. In doing this the peak ve of the engine is shifted to very high rpm so it appears to lose power. It happens with any manifold with a short runner, sheet metal or billet.
We can do long runner and still clear hood, would use a cross ram runner design either inside the plenum like oem or dual plenum. Would just have a higher price tag
I will say our original c7 vette intake before our revisions made 20whp over stock intake on the top end and lost 10whp in the mid range. This was a stock engine 93octane 7psi procharger car revving to stock rpm
with a big cam, big boost or bigger cubic inch it will change the tuning of the intake and it would be a much better match. Still in comparison though a 10 hp mid range loss with 20gain on top and all the relialality to push up to 40psi of boost safely in my mind is an easy choice.
If most effecient setup is wanted you'll really be wanting a hi ram if a production part or a one off custom.
It's all a balancing act of power, reliability and cost.
I have yet to see a single good dyno comparison on a 750-1000whp supercharged LS motor where an aftermarket intake manifold gained real power under the curve at the high end. All the ones I've seen, most just lose power everywhere, or they lose like 100lbs of tq in the mid range and then gain maybe 15whp at the very top in a narrow 400rpm band right at peak or something. I'm ok sacrificing a little mid range for some top end but it has to be a better trade than what I've seen. If you have a good dyno comparison back/back that shows a better power dynamic then previous intakes then I think a ton of people will buy one tomorrow.
Not a 750-1000 whp setup, not even an lsx (new lt1 engine). However should be good data to get an idea. As the engine size gets larger the intake manifold acts as a smaller intake and shifts peak trq to lower rpm so with a 7.0 LS7 vs the 6.2 LT1 you can expect peak trq to shift roughly 500rpm-750rpm just based on intake manifold tuning principles.
Here is a back to back to back testing I do have that was done for me with my original c7 prototypes that don't have all the design improvements and revisions.
Comparison dyno charts
Setup
Procharger baseline c7 vette stock exhaust with cats etc.
v3si headunit 7lb pulley
full exhaust with cats
stock 2014 lt1 93 oct
Chart 1 Stock VS G1 4.5 tapered
Chart 2 G1 4.5 tapered vs MSD
Chart 3 comparisons
Notes:
there was zero tuning done between manifolds. If you look at the afrs on the comparisons page our manifold ran the leanest during the mid section where it lost power.
Also notice the g1 registers more boost on the map pickup. This is a more accurate map pickup than a msd or stock located map. With the stock and msd the map is shrouded on the plenum wall while the vstack entrances are in the center of the manifold. This causes the plenum wall to be a lower pressure zone. Our map is right beside the rear vstack entrances, what your reading is what the engine is actually getting.
The newer non tapered runner will pickup tremendously in the midrange vs this old 4.5" tapered design.
This is hardly a engine combination that needs the manifold. The manifold is meant for engines that actually need greater airflow. Big cam, big inches, big boost, bigger rpm or any combination is where this manifold will shine.
Also take into account the inability to add additional fueling to the stock manifold and the msds likelyness to start splitting and leaking boost under higher pressures and then the additional costs of other producers out there and we think we have found our sweet spot middle ground.
If you are wondering why boost reads higher with our intake manifold it is that the msd and stock type msd with their cross ram runner design and map sensor placement has the map sensor shrouded in a low pressure area. This does not mean that mine is running more or less boost it is just a better map pickup reading due to the map being more in the direct line of air movement throughout the intake manifold. Powerfab is a very reputable business and doesn't play games at trying to make a product look better or worse. Jeremy Cozad is manager over there and always offers to help me with rnd and development and is a very much appreciated asset I can call on when needed.
Yah if your going to stay low boost in a stock cam and stay in the limits of the stock engine it is a good deal hard to beat.
However if you want to push the boost and hp envelope it falls on its face when it starts splitting and leaking all your boost.
I always tell people if your not ever wanting to push more than about 800 hp then save your money. But when real power is what your after and your tired of unreliable parts, you know where to find me
09-09-2017, 01:58 AM
LSx Boost Happy intake manifolds
