Quote:
Originally posted by 98SteedaGT
I think someone asked how they work. Here's how:
An intake spacer adds length to the intake runner(s), this gives the incoming air more space and time to pick up velocity.
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Not runner volume, but plenum volume.
It's interesting to note, that the 4.6 intake is pretty much like a carbed intake, except with super-long runners (curled around in the valley between the cylinder banks.) The addition of a spacer indicates to me, that there is one of two things going on, or both. The plenum volume is on the small side to keep velocity up. or the transition from the t-body to the plenum is a little to abrupt. in the case of the latter, the added plenum volume places the t-body farther away allowing the air more time to straighten out. As for plenum volume and velocity?? FI cars are not as sensitive to air veleocity as carbed cars are. Mainly because most FI manifolds are dry flow manifolds, versus the wet flow for carbed intakes.
HOWEVER edelbrock, or trickflow, or holley if you are listening. Don't saddle us with an all metal intake when and if you decide to do a 4.6 intake. Give us something with a phenolic spacer between the runners and the heads and phenolic between the plenum and the t-body housing. I've seen the new aluminum intake for the LS1's its all metal. So if the stock intake has more than enough guts to feed the LS1 then the new metal intake isn't gonna do squat for power on a stock headed LS-1 and will probably cost some power because its gonna absorb more heat (weight wasn't the only reason for the plastic intakes) and no bullit/FFRP architecture clones either. They are pretty and do a good job, but the K.I.S.S methodology has its own charms.