#Tbss intake manifold full#

This is a significant chunk of change, but peaks only tell part of the story, as acceleration is a function of average power production. A review of the data will reveal that the difference between the least and most powerful intakes was over 65 hp. The internet will be quick to grab the peak numbers from this test and run with them, but there is much more to an intake, or the power curve it produces, than simple peak values. Matching this range with the right cam timing, head flow, and displacement, and you have a winning combination. The runner length (and other design variables) determines the effective operating range. Intakes should be thought of in terms of engine speed (much like a cam). 617/.624-inch lift with a 113 LSA), and would be better suited to something with wilder cam timing, or more displacement, or both. This is an important point, as many of these intakes were not designed for our mild cam-only LS3 crate motor (specs on our COMP 54-496-11 hydraulic roller measure 231/247 degrees at. Oh sure, it is possible to shift power production higher in the rev range with shorter runners, but this usually comes with a trade-off in low-speed torque, sometimes a significant one. Unlike the previous cathedral-port examples, even the mighty Trailblazer SS (TBSS) manifold, the stock LS3 intake, has proven tough to beat. Provided here for your viewing pleasure are the results of part 1 on the EFI intakes.īefore getting to the results (like you haven’t already jumped ahead!), we need to point out a few facts, the first of which is that the factory LS3 intake is one of the best OE intakes ever produced. Unlike the previous adventure, we decided to split up the EFI and carbureted intakes and test them separately. Not surprisingly, the aftermarket jumped on the band wagon to offer all manner of intake combinations for the new cylinder head configuration, so it was only natural that we had to test them. Blessed with what were essentially race heads right from the factory (flowing 315 cfm), the rec-port motors offered even more potential than the factory cathedral-port combos. GM eventually replaced the cathedral-port heads with high-flow, rectangular-port heads when they introduced the LS3, L92, and L76 motors (to name a few). The problem with doing the mother of all intake tests for the cathedral-port guys is that it left out the LS3 owners. That test included every cathedral-port intake we could get our hands on, including the various factory versions. Way back in 2015, we performed the mother of all LS intake tests by running 20 different intakes designed for cathedral-port heads . anything less than that (say under 600 WHP roughly without specifics) then the 90mm will do you perfect.Written by Richard Holdener on March 3, 2018 now keep in mind, if your one of the few going for a big money big power build, like high boost levels or a big cube motor, theres a 102 MM throttle that will gain you a few more HP in those extreme cases. and typically switching from the cathedral truck w/ 78mm opening to a FAST LSXRT yields about 15-18 WHP w/ 90mm TB. as for the dyno/power level question- in the past, typically we see about 10-15 WHP gains on a 500 WHP motor switching from the cathedral truck intake w/ 78mm opening to the TBSS intake paired with a 90mm TB.

#Tbss intake manifold full#

but if your just looking for a full bolt on truck that makes good power but nothing 'big' or crazy, your good with the TBSS intake. these two run about the same price roughly. but if your boosted w/ heads/cam making serious power, id run the Holley intake. if your NA with a big cam, IMO id run the LSXRT FAST intake. you also have the Holley Hi-Ram intake manifold, that is a great manifold too.

this will cost you another $225 for xlink and $200-500 for the throttle depending on which one you get. also you need to keep in mind that for either of these intake manifolds you will also need a new 4 bolt LS2/3/7 style throttle body and a Dr. the intake manifold can only move more air through the engine if the engine can support / produce that air volume. this is NOT the case! for the intake manifold to pay off, youd need a good pair of heads/cam and/or some boost (turbo or centrifugal blower). its a common misconception that you can bolt on a fancy intake manifold on a stock or mild/bolt on setup and make tons of power. it will perform better than the TBSS intake in the right setup. the FAST manifolds that came out more recently, like the FAST LSXRT (taller truck version) is a great intake. not to mention used FAST manifolds are fairly uncommon to find, and are still expensive. Simple - the TBSS intake can be had used for about 1/4 or less of what a FAST costs.