While we all like to think we live and breathe nothing but performance, the reality is that the vast majority of us spend most of our time at significantly less than full throttle. This is especially the case for daily drivers, but even on an all-out race motor, things other than peak power and/or peak torque should be considered. Equipped with the FAST intake, the peak numbers jumped to 663 hp at the same 6,800 rpm, but the peak torque of 569 lb-ft occurred slightly higher at 5,600 rpm. The FAST intake not only gave us an additional 20+hp, it improved the power curve from 4,400 rpm to 7,000 rpm, with no loss of power below that point. As far as the Indy manifold is concerned, we were surprised to find a four-barrel intake that came as close to the output of the tunnel-ram as this one did.
The single throttle body plenum is going to be the most docile at low revs and part throttle whereas the dual 4150 and dual 4500 throttle bodies are going to be touchier. First up was the dual-plane Edelbrock Performer RPM. After jetting, the dual-plane allowed the 4.8L to produce 375 horsepower and 342 ft.-lbs. Check out the graph below for an idea what the entire power curve looked like, as this was much more important than the peaks. The Edelbrock Pro-Flow shared the tunnel-ram design with the TSP and Holley Hi-Ram, but the runners were slightly longer than the TSP. The Edelbrock showed the effectiveness of this design by offering 593 hp and 474 lb-ft of torque (up 6 lb-ft).
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For street engines, it’s not peak horsepower that makes your engine feel powerful. Street-smart engine builders emphasize torque, and while peak torque is a good indicator, we think the best judge of a dual-plane intake is average torque. This generates a single number created by averaging https://globalcloudteam.com/glossary/intake-test/ all the torque numbers within the test range of 2,500 and 6,200 rpm. We weren’t surprised when the AFR Titon composite manifold handily won this contest. What was surprising was the tried-and-true Edelbrock Performer RPM Air Gap was within 2.4 lb-ft of the AFR at less than half the cost.
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If you could only use one factor to rate these manifolds, this would be it. What we found interesting was how the very-short Torker II manifold lived up to its name, making 19 more lb-ft than the Victor Jr. at 3,800 rpm. Also, note that in the middle of this ranking , there are 10 manifolds with barely 7 lb-ft of torque between them, so it would be difficult to feel the difference in power between these intakes.
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The shorter runners must be teamed with a cam profile that will allow the motor to rev to the effective operating speed of the runner length. Equipped with the FAST adjustable LSXR intake , the 6.2L produced 593 hp and 512 lb-ft of torque. The internet will be quick to grab the peak numbers from this test and run with them, but there https://globalcloudteam.com/ is much more to an intake, or the power curve it produces, than simple peak values. A review of the data will reveal that the difference between the least and most powerful intakes was over 65 hp. This is a significant chunk of change, but peaks only tell part of the story, as acceleration is a function of average power production.
For a car with a restricted hood line, this manifold would be a wise choice. The power curves show the stock GM intake was far from ideal on this modified LS7 stroker. Equipped with the stock intake, the CMP LS7 produced 641 hp at 6,800 rpm and 553 lb-ft of torque at 5,400 rpm. Replacing the stock intake with the FAST LSXR resulted in a gain of more than 20 hp, with peaks of 663 hp at the same 6,800 rpm, but 569 lb-ft of torque at a slightly higher 5,600 rpm. The FAST intake improved the power output starting at 4,400 rpm, and those gains increased with engine speed.
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In addition, the manifold also has an excellent finish that suggests a permanent mold rather than the much more common sand-casting technique. MSD’s polymer intakes are a great option for dual purpose cars and generate an extremely wide power band. Chris, I installed the stock airbox with the MST hose and TIP this evening. It fit on my car fine but I was doing a fresh install of all of the parts. Initially I had left the TIP and hose in place after removing the Eventuri intake and when I tried installing the stock airbox I also had the hose coming down at a bit higher angle than was ideal.
The dual-plane design promised ample torque production and delivered just that. Run with the dual plane, the 302 Ford produced 394 hp at 6,300 rpm and 370 lb-ft of torque at 4,300 rpm. After installation of the single-plane Funnel Web intake, the peak horsepower output jumped to 415 hp, but peak torque fell slightly to 365 lb-ft at 5,700 rpm. These Sniper intakes have become popular, so we were excited about testing the different versions. Essentially, they differed by way of runner length, and this version offered the shortest runners.
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Things got serious when we installed the 105mm throttle body on the Holley Hi Ram. Holley also offers a 92mm top for the Hi Ram, but you will need the 102mm version on almost any application except a turbo 5.3L. The tunnel-ram intake offered impressive peak performance, but torque production did suffer compared to the stock LS3. Equipped with the Hi Ram and single 105mm throttle body, the LS3 motor produced 612 hp and 509 lb-ft of torque. The torque curve was much more telling, as the loss of low-speed power was more pronounced.
- Make sure the cover on the container is tight, and return it promptly to the lab or your doctor’s office as instructed.
- Fits fine, though I might cut a bit off and readjust it at some point.
- For most street, and even dual-purpose, street/strip applications, the extra grunt offered by the dual-plane intake will likely be more useful on a daily basis.
- He’s authored several books on performance engine building and written numerous articles for publications like Hot Rod, Car Craft, Super Chevy, Power & Performance, GM High Tech, and many others.
- But when we plugged its torque curve into our Quarter, Pro dragstrip simulation, this intake is only off 0.15-second and 1 mph compared with the fourth-rated Edelbrock 7101.
If power and price demand equal attention, either the Edelbrock Performer EPS Air Gap or the 8150 Weiand Speed Warrior or the Summit Stage 2 will certainly deliver. Frankly, any of the manifolds ranked in the top 15 of all our evaluations are solid choices that won’t leave you with buyer’s remorse. We hope we’ve removed some of the guesswork from your next manifold purchase.
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The next best manifold is the Holley Strip Dominator, which made more torque but costs an additional $30. At the bottom of the category are the Wilson and AFR manifolds with fractional numbers because their cost is higher than their average torque. As expected, the single-plane Victor Jr. offered more peak power than the LS1, but the downside was that (unlike the dual-plane) power production suffered below 5,500 rpm. We also ran the Holley Mid-Rise in carbureted trim, though the dual-carb Mid-Rise was a more significant change in the intake design than the simple lid swap on the Hi-Ram.
Theoretically, the straight runners in the 102mm LSXRT should improve power production, but the RT version managed to squeak past the LSXR by just 1 hp. The two traded torque production, with the LSXR coming out on top 505 lb-ft to 502 lb-ft for the RT. Still, the LSXRT offered an impressive 57 hp and 34 lb-ft of torque more than the LS1. That the FAST LSXR intake only offered an additional 5 hp over the factory LS3 shows just how little power the GM engineers left on the table.
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I’m presently testing out the Eventuri intake and I am using the MST hose/TIP with it and haven’t encountered any problems with the fit. I’ll be re-installing the stock airbox soon and plan to continue using the MST inlet so I will see how it goes. Jeff – Have you installed the MST TIP and hose to a stock airbox in the car? If so, did you have any trouble getting the hose to fit well to both the airbox outlet and the TIP? I installed this setup a few days ago and the angle the hose approached the airbox seemed a bit steep. Once everything was was tightened down the hose wants to kink slightly at the sharpest bend.