Since its introduction, hot rodders have been looking for an improved version of the factory GM LS1 intake manifold. The factory design was so good, many didn't feel it would be feasible to create such a part, since so much power had been milked using the OEM composite piece. The use of aluminum is a touchy subject, since aluminum has different heat properties than does plastic. Making a new LS1 intake from aluminum could lead to heat-soaking and potential loss of power that had been gained from a better airflow design. The heat found underhood in most LS1-urged vehicles is much greater than traditional V-8 cars, since sloping hoodlines of F-bodies and Corvettes hug the top of the engine tightly, insulating heat.
To truly find benefit in an aftermarket intake manifold design, it would have to be a composite part like the OEM piece, in addition to having a better design than the one crafted using all the resources of General Motors. That's quite a bill to fill, and it would take a dream team of hot rodders to complete such a task.
The innovators at Fuel-Air-Spark Technologies (FAST), a member of the Comp Performance Group, decided to take on the challenge. They enlisted the aid of their best researchers, and brought in some help from outside the company walls.
To map the airflow through the intake and devise a plan to improve it across the rpm spectrum, FAST brought in noted NASCAR and NHRA intake guru Keith Wilson of Wilson Manifolds. Keith's work has been well documented and the dominance of his designs is without question. Next, FAST needed a company to create the composite piece they were considering, and Managed Programs LLC was called on.
As you may have read in our coverage of the Advanced Engine Technology Conference (AETC), Managed Programs is a manufacturer of composite products specializing in intricate molds and OEM-level products. The need for a multi-piece intake manifold (for porting access) combined with established minimal material thickness, consistency and quality concerns for mass production, and cost controls to ensure the product would be marketable all figured into the plan. This would not be easy, and there was no true precedent. No other aftermarket manufacturer had ever tried to manufacture such a complex part for use strictly as an aftermarket component to traditional hot rodders. Unlike OEM developments, there was not a guarantee on how many of these intakes would be required, and gearing up for a huge or time-limited production run could not be part of the equation. This would be a relatively small production run, and a long-term plan had to be developed to ensure its availability long into the future. The intake was given the designation "LSX" and will see several incarnations with varying options and specific sizes in the future.
The result of all the research, planning, and manufacturing will be available to the public very soon. We at PHR were lucky enough to get a look at the prototype part, see some of the data, and ask questions of the principals involved. We met with Scooter Brothers of Comp Cams, Jay Rohrback of FAST, and Keith Wilson of Wilson Manifolds, and hit them with a battery of questions. The data is solid, the LSX design is impeccable, and the manufacturing is at least of OEM quality, if not superior.
It's quite rare we predict the success of an aftermarket part prior to its introduction, but based on all the information we were able to acquire, this new LSX intake by FAST is a bullseye. Check out the photos and read the captions accompanying them to see why. If you've got an LS1-urged ride, were confident you'll want one of these intakes feeding it!
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The new LSX intake manifold by FAST is sure to make LS1 enthusiasts happy! The design is as much a contributor as the material, and this is far from a typical aluminum casting. The added complexity of a design like this means it'll have to cost more than a typical aluminum casting as well, but for those looking for a serious performance intake to top their LS1-based engine, this is well worth the investment. The modular design made the manufacturing possible, and opens the manifold up (literally) to porting and further refinement within specific applications. |
The ports have been designed for enlargement, but only to a point. The witness grooves represent the limit on how far the LSX intake ports can be widened without worry. Great idea! |
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The three-piece modular design was engineered to fit in the stock location, accept all factory hardware, fuel lines, and linkage, and make more power. When seen side-by-side with a factory piece, you can see how this was achieved, and also note some external differences in the runner width and diameter. The fatter LSX runners increase both velocity and volume by moving the air more efficiently. Keith Wilson told us this was the hardest part of designing the LSX. |
These two images show both the CAD-designed runner in cutaway, and also a flow map of the same basic shape. |
The flow diagram shows the highest velocities in red; the lowest in blue. |
Much attention was required to properly size and shape the port within the stock limitations to achieve this optimal condition. |
What exactly is the new LSX intake made of? Jay Rohrback of FAST told us. "The material we're using is something that's we've concocted with a company called Solvay Advanced Polymers. The material is called Amodel PPA Resin." ... |
...Since we're making this manifold for hot rodding applications, we needed to use a "hot rod" material that would hold up to what's going to be thrown at it. The material the OEM's use is a Nylon 66-type material. It's adequate for what the original engine power level is, but we needed to use something better." |
Rohrback summarized his ideas on the project with us by saying, "The heat resistance properties are much better with Amodel. We haven't proven it yet, but if we can keep the air going in cooler we all know it'll make more power. I'd really like to thank Solvay, and specifically Jim Doty, for making this new venture all possible." We at PHR feel this is the new direction of high performance, and we're proud to show readers not only this exciting new part, but also to showcase the teamwork and creative innovation it took to make it all happen. Since the intake is a modular design, we foresee the base of the unit being outfitted with other "tops" to support larger throttle bodes, superchargers, or even carburetion! The guys at FAST assure us these ideas are in the works already. This is the future, and we're anxious to see where we're headed from here. |
FAST wanted no questions regarding the intended purpose of the LSX. Bungs have been integrated for port injection nitrous oxide nozzles. They are also engineered at the optimal angle (circle). A burst panel has been integrated into the rear of the intake as insurance against blower problems or nitrous backfires hurting the engines beneath them. |
We asked how strong it was, and at what psi the engineered "burst panel" would most-likely pop. Jay Rohrback answered: "There's really no way to give you any numbers to say 'its X psi' or something like that yet. |
The OE manifold is tested to 80 psi, but since we haven't tested our parts in that manner as yet, we can't really say ours will pass that specification. We are confident it will exceed the 80 psi number, but we'd like to wait until all of our research is absolutely complete before assigning a hard number." |
Rohrback continued: "Amodel PPA Resin is 20% stronger and 25% stiffer of a material than Nylon 66. That's substantial! Add the fact we added material thickness wherever we could, and you end up with a much stronger, stiffer, better quality part." The LSX Intake is shown here installed on a late-model F-body during testing. Power was up across the board, but power figures for production parts will be released when parts become available. |