Does anyone know if one of these will fit under the hood of a gs with a Holley and 1" drop 3" open element air cleaner.
Hey Jeff, When I was running my GS with the Wildcat and without the charger........ I had to find the lowest drop base I could to make it fit under hood with my 3 inch cleaner......... I'm not sure the 1inch would be enought. However, the slope on the carb pad may aid in allowing it to fit better????
I have a cool runner( carb flange milled 4 degrees) under the hood of my 65 GS witha 455 witha 3 inch air filter with a drop base. A 1000 tq sits on top, there is a 1/4 inch spacer under the carb. I t also fit with the same set-up and a demon carb. Jim Burek
i have a spx at tri shield performance and previous dyno tests with rich burgi older version netted 10 to 15 more hp .this as on a 600 hp 600tq motor that will run on pump gas and maintain enough vacuum to run the brakes and a/c with the cold water provision it will gain an additional 10-12 hp.
I have the same question..... I recall the test that Jim W. did, but I recall the increase was from running cold water through it............ And not a intake to intake comparision.... Another question......... just curious why it matters that it was my old intake?
'scuse the ignorance, but what exactly is a 'Wildcat'? it's an aftermarket intake? a TA unit? i will be building a medium-perf BBB very soon and need to figure out my parts list..
Rich, I don't think it matters that it was your old intake.. I had just mentioned it at one time. I can't give you an out of the box comparo, since I did quite a bit of work to the one I picked up from you, but I do have a couple of the new ones on the shelf right now.. actually getting prepped for polishing.. Mike did us proud with the remake, a much better casting than the KB version, and this one won't take much work, as it is a Holley Flange unit. I am sure the Spreadbore version (which is what I got from you) will take some similar work to smooth and blend the plenum area, but I have not seen one from Mike yet. Carb pad is also milled on that one, and with the whole deal in TSP's Project Limited Regal, I wish I would have milled the KB unit, but did not think we would have an issue since the Regal has a 4" cowl hood. The bottom line on the new SPX (formerly the Wildcat or "cool runner') is that it is best used in max performance street/Strip and strip only applications. The one I had, on a 590 HP street/strip alum headed 464 made exactly 11 more HP than a similarly preped SP-1, but in doing that, gave up 10 foot pounds of torque at the peak. Both of these are the result of the larger runner volume of the SPX manifold. My recommendation is that if your shooting for 575 HP or less, stick with the SP-1, above that, go with the SPX. And Todd, I don't know if you saw it, but the Regal with the prototype of your motor just made it first passes down the strip, and clicked off an effortless 11.48 at 119 mph.. Litterally tuned it in the shop, drove it on the street for a few miles, and then drove it right onto the racetrack, in full street trim, on pump premo. Absolutely no "track prep" at all. Your gonna like it.. should put your heavier GS in the mid 11's without too much fussing around. JW
A word to the wise Clint.. I have such a kit on the 454 in the Burban, and trust me, I wish we had put a new 850 Edlebrock Q-jet on it.. About the only thing positive I can say for the port fuelie unit is that is starts great, in any weather. IN the conversion to FI, don't forget that the factories paid a bunch of engineers a lot of money to dial in those packages. I would not even consider any FI unit that is not laptop programable, and then plan on spending lots of time fine tuning, for minimal, (if any) gains in MPG or power over a good carb. New cars with FI that make good power, and get mileage, are a product of an entire engineering package, and the individual cylinder timing controls are at least as important as the FI, and let's not forget the tuned port intake manifold.
Jim, The finish on the spX certainly looks nice. When you had this intake on the dyno did you monitor EGTs in all of the cylinders? If yes which intake had more consistent EGT? It was fun racing with you this weekend! When is Sweesy getting a new carb? Take Care
Thanks for the caution Jim, well heeded. I agree 100% with your evaluation. I'm looking at an EFI for only 2 reasons... Up here in Calgary I have to start the car at anywhere from -30 to + 30C, temperature swings of +-10*/day are common here, and +- 20* about 2-3 times per year... that being said my trusty Q-jets have done very well! ...and the main reason... welllll....it's sad to admit it but I actually like mucking about with the codes. 10+ years of machine programming, compressor simulation, and system analysis must mean I like the crap. I have a buddy up here with a programmable HKS code system I spent over 80 hours writing an interface to, and always wanted one for myself. Glutton for punishment... and the thump sound of a skull against a screen grown on ya after a while. I'm only expencting to keep level performance, with maybe a 5MPG gain. The real gain is the engineers tinker factor...
I would still like to know what componants you were quoted that price on. If the throttle body, fuel rails, and injectors were could enought to suppport my HP, I'd be willing to pick it up and go with say a "MegaSquirt" laptop programble brain...... That may just be the ticket.
