The power gains were most consistent at the top of the rev range, but like the factory truck manifold, the Speedmaster even offered additional torque down low. Stepping into aftermarket cast-aluminum intake offerings, the Speedmaster intake offered shorter (and larger) runners than the LS1 as well as a larger throttle opening. What We Don’t: Like to see larger throttle opening and longer runners By making more torque than the truck intake and more power than the LS6, the TBSS offered the best of both worlds.
Unlike the LS6 that matched the power of the LS1 down low (then took off), the TBSS intake offered more power and torque everywhere. What We Don’t: Limited availability and even more expensive than the LS6Īpparently, the GM engineers sharpened their power pencils when designing the intake for the Trail Blazer SS (TBSS), as this was not only the most powerful factory intake but outperformed the LS1 from top to bottom. What We Like: Bigger throttle opening and best overall factory performer The average horsepower and torque production for the truck intake bested the LS1 and matched the high-powered LS6, making the truck intake a good choice for many applications. Though the most affordable of all the factory offerings, the truck intake easily outperformed the LS1 by 14 hp and excelled at torque production, nearly matching the performance-oriented LS6. The popularity and price of 4.8L and 5.3L swaps means there are plenty of truck intakes to be had. Naturally, we tested the factory truck intake, as GM made literally millions of trucks equipped with either the 4.8L, 5.3L, or 6.0L-all sharing the same intake. What We Like: Availability and performance The LS6 is harder to find and slightly more expensive than the LS1, but the power gains are worth it. Compared to the LS1, the LS6 offered an additional 22 hp and 15 lb-ft of torque.
Tbss intake manifold upgrade#
Designed as a factory upgrade for the LS1, the LS6 intake once again proved its reputation by significantly improving the power of our 6.0L. What We Don’t: Limited availability and elevated priceįirst up was the LS6 intake. What We Like: Factory fitment and better power than LS1 This curve was to serve as the baseline for the remainder of the LS intakes. Equipped with the factory LS1 intake and Accufab 78mm throttle-body, the 6.0L produced peak numbers of 535 hp and 468 lb-ft of torque. Least powerful of all the factory offerings, the LS1 definitely limited the power output of our 6.0L test motor. Our testing began with the LS intake that started it all, the LS1. What We Don’t: Least powerful of all the factory intakes Check out the results to see how your favorite or future favorite fared. Naturally, air/fuel, timing, and temperatures remained constant during testing. The various intakes were run with no less than eight different fuel rails, seven different throttle-bodies, and three different style injectors. Topping the 6.0L was a set of AFR LSX 230 V2 heads.
The Comp 469 cam offered a 0.617/0.624-inch lift split, a 231/247-degree duration split and 113-degree LSA. The iron-block 6.0L featured a stock block and crank mixed with Carillo rods and CP flat-top pistons. Speaking of combos, our test motor was built to simulate your basic hot street-strip setup. This test should provide you info on what design might work best for your combo. If you’re looking for the “best” single intake on the market for every application-such an animal does not exist. Intake manifolds are combination specific, meaning that the ideal intake for an 8,000-rpm stroker combination would be different than one designed for a stock 4.8L truck motor. The first is that no intake test, including this LS extravaganza, is absolute. Though we know you have already skipped ahead to the data, there are two important points to consider. In short, this was the most extensive LS intake manifold test ever devised. That is why we are also including average power production from 3,000 to 7,000 rpm, torque production at 4,000 rpm, cost, throttle opening, runner length, composition, and even What We Liked and might change on each design. While peak power gains offer enticing Internet banter, changes in the entire power curve are the real story. Imagine that, an intake swap that yielded 60 extra horsepower, but that isn’t the whole story. One need only look at the peak power difference between the least and most powerful intakes in this shootout was more than 60 hp. Is an intake manifold an important part of a performance LS build? The answer is, obviously, yes. Don’t Even Think About Swapping Your LS Intake Until You Read This
0 kommentar(er)
