What more can i do?

[canadianVRss]

i think you misunderstood that quote from Holly, CanadianVR. they are saying it 'shines' in higher RPM motors, very high ones such as road race specific built applications. they arent exactly saying "our manifold makes exactly the same power as stock and is kind of useless under 7k+ RPM ". truth is, the FAST is a decent chunk of change more, and doesnt have anything to show for it on a dyno. i DO prefer the composite material over the metal, yes. does the FAST LSXRT work just as well? yes it does. IMO, the hi-ram is a cheaper, better looking alternative that makes good power.

 

to say youd want to compare those manifolds BUT L92 kind of defeats the test... any of those manifolds with L92 ports on an L92 head- stock or not- WILL outflow any of those high end setups on a cathedral port head (ie. Hi-Ram on 243 heads will flow LESS than an L92 Truck Manifold with L92/LS3 heads, period). another thing to note- the TBSS intake is simply a cathedral port L76/L92 NNBS truck manifold. they both have roughly the same size runners, and the same throttle openings. BUT like i said, the rectangular port heads flow so much more that any L92 style manifold will be the leader in a comparison. also, the FAST and Hi-Ram are available in L92 port. so if you were to compare a stock L92 truck manifold to an L92 port Holly or FAST, it would loose. thats never been a question. the question is, do you really have the money to spend over $1k on a new manifold and another $500 on a throttle to gain 10-15 WHP...? usually that answer is NO, or people use that money to go with boost and make much more power than that with a little more money. thats why you see so many TBSS and truck L92 manifold swaps.

 

in my professional opinion, if your going to spend the money for a $1k intake manifold, and do not have any nice heads to run with your large cam... you have skipped a step. you can take that $1k and gain a lot more power and torque across the RPM band with a set of even STOCK L92 heads and a truck L92 manifold, with a 90mm TB. you can have all that, or just a pretty manifold that has big flow capabilities BUT flowing into a head that does NOT share those flow capabilities. if you have the money to do both, more power to you. but in most cases, this is not the case. SO if you havent made your move yet, id look into a set of L92/LS3 cylinder heads and find a NNBS L92 port truck intake. thats your best bet man

 

oh and as for the trans shift points- CanadianVR, with your setup... your not making any noticeable power increase from say 6200-6300 when i would recommend you shift, until well after 6500 when you say your actually shifting. im guessing you have log files showing this, as simply commanding a shift at say 6600 RPM wont usually yield that RPM like that. the PCM works a little different than most would think when it comes to shift points. people have a common misconception that the higher i can get my vehicle to shift, the "faster" its going to go or the "harder" it will pull, etc. this is almost never true. your engine, and especially your specific setup has a peak torque range, and a peak power range. exceeding this only puts unnecessary stress on many components, especially the trans in this case.

I agree with you for the most part John. I really do like the Holley intakes as well, but like you said rectangle port changes the game completely and I too think the best route for Alex would be the rectangle port route. If he were to go that route the L92 intake would most likely be his best option because FAST doesn't make a RT intake for rectangle ports so he'd have so clearance issues. The L92 intake manifold flows very well from the factory, and since FAST hasn't taken a crack at a RT model in rectangle port in makes me wonder how much better the Holley hi ram in rectangle port would be against the stock L92 unit.

 

As for my shift points, I under stand how the TQ and HP curves work and that a L92 top end warrants higher shift points than a cathedral port set up. Zippy did my trans tuning I trust his abilities completely.

[BLNAWAY]

i think you misunderstood that quote from Holly, CanadianVR. they are saying it 'shines' in higher RPM motors, very high ones such as road race specific built applications. they arent exactly saying "our manifold makes exactly the same power as stock and is kind of useless under 7k+ RPM ". truth is, the FAST is a decent chunk of change more, and doesnt have anything to show for it on a dyno. i DO prefer the composite material over the metal, yes. does the FAST LSXRT work just as well? yes it does. IMO, the hi-ram is a cheaper, better looking alternative that makes good power.

 

to say youd want to compare those manifolds BUT L92 kind of defeats the test... any of those manifolds with L92 ports on an L92 head- stock or not- WILL outflow any of those high end setups on a cathedral port head (ie. Hi-Ram on 243 heads will flow LESS than an L92 Truck Manifold with L92/LS3 heads, period). another thing to note- the TBSS intake is simply a cathedral port L76/L92 NNBS truck manifold. they both have roughly the same size runners, and the same throttle openings. BUT like i said, the rectangular port heads flow so much more that any L92 style manifold will be the leader in a comparison. also, the FAST and Hi-Ram are available in L92 port. so if you were to compare a stock L92 truck manifold to an L92 port Holly or FAST, it would loose. thats never been a question. the question is, do you really have the money to spend over $1k on a new manifold and another $500 on a throttle to gain 10-15 WHP...? usually that answer is NO, or people use that money to go with boost and make much more power than that with a little more money. thats why you see so many TBSS and truck L92 manifold swaps.

 

in my professional opinion, if your going to spend the money for a $1k intake manifold, and do not have any nice heads to run with your large cam... you have skipped a step. you can take that $1k and gain a lot more power and torque across the RPM band with a set of even STOCK L92 heads and a truck L92 manifold, with a 90mm TB. you can have all that, or just a pretty manifold that has big flow capabilities BUT flowing into a head that does NOT share those flow capabilities. if you have the money to do both, more power to you. but in most cases, this is not the case. SO if you havent made your move yet, id look into a set of L92/LS3 cylinder heads and find a NNBS L92 port truck intake. thats your best bet man

 

oh and as for the trans shift points- CanadianVR, with your setup... your not making any noticeable power increase from say 6200-6300 when i would recommend you shift, until well after 6500 when you say your actually shifting. im guessing you have log files showing this, as simply commanding a shift at say 6600 RPM wont usually yield that RPM like that. the PCM works a little different than most would think when it comes to shift points. people have a common misconception that the higher i can get my vehicle to shift, the "faster" its going to go or the "harder" it will pull, etc. this is almost never true. your engine, and especially your specific setup has a peak torque range, and a peak power range. exceeding this only puts unnecessary stress on many components, especially the trans in this case.

I agree with you for the most part John. I really do like the Holley intakes as well, but like you said rectangle port changes the game completely and I too think the best route for Alex would be the rectangle port route. If he were to go that route the L92 intake would most likely be his best option because FAST doesn't make a RT intake for rectangle ports so he'd have so clearance issues. The L92 intake manifold flows very well from the factory, and since FAST hasn't taken a crack at a RT model in rectangle port in makes me wonder how much better the Holley hi ram in rectangle port would be against the stock L92 unit.

As for my shift points, I under stand how the TQ and HP curves work and that a L92 top end warrants higher shift points than a cathedral port set up. Zippy did my trans tuning I trust his abilities completely.

wow thanks for all the info guys looks like I have some things to reconsider. Since I havent pulled the trigger on a mainfold setup yet thanks so a set of factory L92/LS3 heads will move enough air I won't need to p&p them? What is their stock spring rated at? Will I still need upgrade to springs on these heads? Edited November 25, 2013 by BLNAWAY (see edit history)

[canadianVRss]

wow thanks for all the info guys looks like I have some things to reconsider. Since I havent pulled the trigger on a mainfold setup yet thanks so a set of factory L92/LS3 heads will move enough air I won't need to p&p them? What is their stock spring rated at? Will I still need upgrade to springs on these heads?

you would still need to upgrade your springs for sure. No question there. The L92 heads also have a huge intake valve that weighs a bit so I got dual springs to prevent valve float at higher RPMs. Some would say duals aren't needed, but I decided to play it safe.

[AugustBurnsRed19]

i think you misunderstood that quote from Holly, CanadianVR. they are saying it 'shines' in higher RPM motors, very high ones such as road race specific built applications. they arent exactly saying "our manifold makes exactly the same power as stock and is kind of useless under 7k+ RPM ". truth is, the FAST is a decent chunk of change more, and doesnt have anything to show for it on a dyno. i DO prefer the composite material over the metal, yes. does the FAST LSXRT work just as well? yes it does. IMO, the hi-ram is a cheaper, better looking alternative that makes good power.

 

to say youd want to compare those manifolds BUT L92 kind of defeats the test... any of those manifolds with L92 ports on an L92 head- stock or not- WILL outflow any of those high end setups on a cathedral port head (ie. Hi-Ram on 243 heads will flow LESS than an L92 Truck Manifold with L92/LS3 heads, period). another thing to note- the TBSS intake is simply a cathedral port L76/L92 NNBS truck manifold. they both have roughly the same size runners, and the same throttle openings. BUT like i said, the rectangular port heads flow so much more that any L92 style manifold will be the leader in a comparison. also, the FAST and Hi-Ram are available in L92 port. so if you were to compare a stock L92 truck manifold to an L92 port Holly or FAST, it would loose. thats never been a question. the question is, do you really have the money to spend over $1k on a new manifold and another $500 on a throttle to gain 10-15 WHP...? usually that answer is NO, or people use that money to go with boost and make much more power than that with a little more money. thats why you see so many TBSS and truck L92 manifold swaps.

 

in my professional opinion, if your going to spend the money for a $1k intake manifold, and do not have any nice heads to run with your large cam... you have skipped a step. you can take that $1k and gain a lot more power and torque across the RPM band with a set of even STOCK L92 heads and a truck L92 manifold, with a 90mm TB. you can have all that, or just a pretty manifold that has big flow capabilities BUT flowing into a head that does NOT share those flow capabilities. if you have the money to do both, more power to you. but in most cases, this is not the case. SO if you havent made your move yet, id look into a set of L92/LS3 cylinder heads and find a NNBS L92 port truck intake. thats your best bet man

 

oh and as for the trans shift points- CanadianVR, with your setup... your not making any noticeable power increase from say 6200-6300 when i would recommend you shift, until well after 6500 when you say your actually shifting. im guessing you have log files showing this, as simply commanding a shift at say 6600 RPM wont usually yield that RPM like that. the PCM works a little different than most would think when it comes to shift points. people have a common misconception that the higher i can get my vehicle to shift, the "faster" its going to go or the "harder" it will pull, etc. this is almost never true. your engine, and especially your specific setup has a peak torque range, and a peak power range. exceeding this only puts unnecessary stress on many components, especially the trans in this case.

I thought the LSXRT plenum gains around 40hp or more with a set of good heads?

[2bfast]

Way to much cam for that stall speed and also shift points. its gonna fall on its face from a dig and also have to shift while still making power.

 

Iv said it time and time again, I dont understand why everyone wants a big donkey dick cam in these heavy trucks without having a stall speed to match it and a fuel system to support it

 

In my opinion if funds are on a budget which I think I seen you mention at one time, I dont think you will be happy when its all said and done from the money you will spend for what you get out of it. Might as well find a good used Maggie, upgrade the fuel system, and roll with it. You will have more fun by the seat of your pants going that route.

 

With that said, im not saying N/A is a bad choice. But for the budget minded novice modder I have seen more disapointed when all said and done than someone bolting on a roots blower.

Edited November 25, 2013 by 2BFAST (see edit history)

[BLNAWAY]

how isnt this enough converter guys are running same exact converter with 370forged turbo, 408s, how do i have to much cam compared to the power these guys are pushing?

[2bfast]

how isnt this enough converter guys are running same exact converter with 370forged turbo, 408s, how do i have to much cam compared to the power these guys are pushing?

 

Lets start with this. Do you know where the power band of this cam is?

Edited November 25, 2013 by 2BFAST (see edit history)

[BLNAWAY]

4K+

[2bfast]

Dont get me wrong, im not an expert in cam specs and spec'ing cams. But it doesnt take much to figure out that running a cam that doesnt start to make power until 4k with a converter stall speed of 3k isnt gaining anything. Rather its going backwards.

 

Also when you raise the lowest point of the power band that far it raises the highest quite a ways past what stock injectors can handle. You will be maxing their duty cycle in nothing flat.

 

Im assuming you bought this cam used?

[BLNAWAY]

Dont get me wrong, im not an expert in cam specs and spec'ing cams. But it doesnt take much to figure out that running a cam that doesnt start to make power until 4k with a converter stall speed of 3k isnt gaining anything. Rather its going backwards.

 

Also when you raise the lowest point of the power band that far it raises the highest quite a ways past what stock injectors can handle. You will be maxing their duty cycle in nothing flat.

 

Im assuming you bought this cam used?

I bought a L92 intake mainfold it has 50lb injectors, yes i bought the cam "used" but it has never been installed,from kcsilverado who bought it off krambo its a one off custom grind cam

[2bfast]

You wont be happy with it

 

Up to you. I would sell all of it and put it towards a blower and be done with it. A 3k stall would be awesome with the low end torque from a Maggie.

Edited November 25, 2013 by 2BFAST (see edit history)

[BLNAWAY]

You wont be happy with it

 

Up to you. I would sell all of it and put it towards a blower and be done with it. A 3k stall would be awesome with the low end torque from a Maggie.

what would your option be on this converter on stock motor?

[2bfast]

what would your option be on this converter on stock motor?

 

Option or opinion? If you mean option please clarify

[BLNAWAY]

Option or opinion? If you mean option please clarify

lol fat finger sorry opinion

[2bfast]

I think that converter will perform very well on a stock engine and you will be pleased with just the seat of the pants performance from it. It is also something to build off of.

 

You have to understand the concept of what it takes to get these heavy trucks moving quickly. And its not raising the power band via a camshaft without having a way to get the engines RPMs in that power band.