LS3 STROKER INTAKE TRIPLE TEST (FAST VS MAST) 

What injectors did you use on the 415 cubic inch LS motor

42 lb

lloyd holt : So true. The testing does the teaching with some lovely, simple explainations from Richard. Does it every time!

thnx-I love all this stuff

CFM is part of it, velocity is also part of it. This effect is well known in the Pontiac community, because we can put the same heads on any block, which means a 326 can have the same head as a 540 cube aftermarket block. We compare 400, 455, 474, 489, and over 500ci (up to 540 with the standard deck height) in deciding what we want to do, and where we want to make the power. You can easily see the difference displacement has on CFM and velocity, and what happens with the single plane or dual plane intakes. The main reason a Pontiac makes a lot more torque than a similar sized LS, and with a flat torque curve, is velocity. The Pontiac ports are longer, have a venturi shape, and that makes for high velocity intake tracts. The longer the runner is, the more velocity you get, to a certain point. Its a lot more than just CFM.

PAPOW ya what he said.

Something like a 5.3 stroked to 6.0 liters, then compare it to an OEM 6.0. Then maybe even add an LS7 destroked to 6.0 liters. I predict that the long stroke would not improve low end torque.

@@andyharman3022 I reckon it would improve torque at the expense of Maximum RPM. If I recall correctly you need a larger crank pin offset to account for the longer stroke. Larger offset, more leverage to turn the crank.

@@jaydnisevil But total displacement remains the same. Smaller bore, smaller area for cylinder pressure to work on the piston.

Big bore...can use bigger intake valve which is most influential to power production. Defeats the purpose to make all the bottom end geometry changes only to use same heads and cam.

@@HerrPoopschitz Which would effect top end horsepower more than anything else.

$$$$$

Acura Intergra GSR also-others as well

the change in power production between the two is primarily runner length (we see the same thing on every test)

I have stack injection videos up already

Same here.I had a '77 Camaro with a .40 over 350 back in the late 80's with a 600 Holley vacuum secondaries, Edelbrock performer dual plane intake, flat top pistons, RV cam, roller rockers, stock cast iron exhaust manifolds, 3:08 rear gears, stock HEI, and put some cheap rebuit 305 2 barrel heads on it the compression was pretty high (don't know the exact numbers) and had to watch the timing and fuel quality but it pulled pretty hard and averaged around 18 MPG on the highway, it was my daily driver for a few years, never went above 5500 RPM's (would probably quit breathing above that with the small valves, intake ports, cam and exhaust manifolds) or took it to a dragstrip or dyno (I did street race a guy in a late 60's Mustang, he asked me what I had and I said a 305 and he said he had a 302 so we lined them up and ran and I barely beat him by a bumper length and when we met back up he said you have more than a 305 and I told him that you have more than a 302, we both laughed and went our own way) but it was fun to drive and overall pretty reliable when I sold it which I regret doing along with the many other old cars I used to have but would be curious to know some sort of ballpark TQ/HP it made.

I just showed that

@@richardholdener1727 sorry. I meant an overlayed curve of the crossover points. I did get somewhat of an idea of the shape of it from this video.

this isn't a flow limit-it's runner length

pick the cam timing to work with the effective rpm of the intake-short runner = high rpm

not a lot of experience testing that

Area under the curve. It's obvious.

5500 stall converter

@@deek431 yeah, you would need a pretty big stall to take full advantage.

It would have to be tested for the short runner to work the stall converter would probably need to be higher with more gearing and it may workout well in a lighter car like 3200 pounds or less trying to keep the engine in the 5000rpm to 7000rpm range l think the fuel injection would be better for the street with more torque down lower in the rpm range making plenty of torque from 2500rpm to 5000rpm without revving the engine real hard and in something 3800 pounds or more the fuel injection would move it much easier than the single plane would my favorite is the 415ci with the single plane intake in a old chevy 2 or nova fox body g-body 32-34 ford coupe

advancing and retarding the cam has shown the same effect on both manifolds-advancing tends to help low speed, retarding can help top end, sometimes advancing and retarding cam timing does nothing but hurt power

Thank you very much for your knowledge.

sounds like a stock bottom end

@@richardholdener1727 yeah so not even modified

that would not add runner length-just ads plenum volume and changes signal to carb

@@richardholdener1727 do spacers offer any benefits to power? How does changing the signal to the carb effect how it operates?

not with stock LS3 heads (427 LY6-is it a 4.1 stroke?)

Richard Holdener thanks I know what to do next 😈

Richard Holdener and yes 4.100

Sure

You don’t need O2 sensors on a carburetor engine. Unless you wanna run a stand along AFR gauge

@@sstevocamaro thank you very much for your help I'm new to all this fuel injection but I definitely see the major benefits

@@sstevocamaro I mean LS vs. Small block Chevy

Interesting supposition but that’s just growing the plenum volume and Engine Masters Season 4 (Episode 51) pretty much said nah. There are so many factors at work that you can’t make any generalizations about plenum volume. This was Richard’s test. 👍🏻

carb spacers (especially run with carburetors) don't usually have that effect

same

@@richardholdener1727 Interesting; there is so many opinions out there so I really like your input backed up by tests!

more of that coming

Like this-ru-vid.com/video/%D0%B2%D0%B8%D0%B4%D0%B5%D0%BE-CW36v9QcOnI.html

@@richardholdener1727 more of that please😁

The only advantage LS has is the footprint of the engine is much smaller

@@dilsher12 yep

He said Fast is an over all & biggest improvement on cathedral port. & absoulutely NO gains on rectangular ports meaning factory OEM intake is already maxed out. Your wasting your money on aftermarket rectangular intakes.

@@Dauntless.steadfast.fortitude The Edelbrock X-ram was slightly better than the factory LS3, but much more expensive because of the dual throttle bodies that you would have to buy. Watch his LS3 intake manifold shootout video. It's awesome.

@@Dauntless.steadfast.fortitude Thanks for your feed back.

@@andyharman3022 I agree! I need to watch again.

The fast is better than all the stock cath intakes-the Mast single plane still does the same thing compared to the Fast cath (only helps at the top)

Nope, 8 stack is what you want

I'll also have it signed by Richard langson and Don if he ever comes back into town

run lots of Hi Ram tests

unclear about the bold part

@@richardholdener1727 HI Richard, I was just saying that it's stressful trying to justify a single plane is better then a ls3 or fast in this configuration even for all out racing when it's obvious the long ls3 or fast l is a clear winner when it come to actual usable power vs peak and trying to put that across someone is where I'd lose my hair. My comment was ultimately a joke 😃

Dave M 🐿🐿🐿🐿🐿🐿🐿🐿😀

@@unclesquirrel6951 When a squirrel runs into the road while I'm driving. My wife is like OMG look out for the squirrel: as I'm accelerating.

GreenTea :( lol

DropDstar 🐿🐿🐿🐿🐿🐿🐿🐿🐿🐿

Squirrels are agents of the deep state 🤫