![]() It was just two of us, so I had really good, hands-on learning from that.” This 383 SBC features a two-bolt block, Rollmaster timing set and a Scat rotating assembly. That was the first facility I worked at that had flow benches and dynos and really good equipment. “That’s where my race engine passion really started. ![]() “I worked there for about 12 years,” Capps says. It wasn’t long before Robbie was being recruited to work at another shop called Cox Race Engines, which focused on late model stock builds and even called Denny Hamlin a customer early in his driving career. “It became a passion at that point.” Robbie Capps of Capps Performance Engineering “The shop owner raced circle track, so I got into doing those engines and helped with that car, and it bloomed from there,” Robbie Capps says. To ensure he set himself up for success, he started working at his local machine shop during high school. At just 13 or 14 years old, Robbie knew he wanted to turn his passion for this industry into a career. While you won't be able to compare them to the others, you can still see how they fared against the stock LS3 intake.Working on everything from trucks to street rods and race cars, Robbie Capps learned to love cars and engines at an early age from his father. Rather than not include them in the test, we compared them to the stock LS3 intake on a larger 415 stroker (Wiseco forged internals, AFR LS3 heads and healthy Comp Cam) we had sitting around. We were not able to get the problem solved in time to run the two new intakes, so we did the next best thing, we ran them on another test engine. During testing for another story, we got a little greedy with the rpm and managed to tag a few intake valves. Unfortunately, between the first round of testing and when the new arrivals showed up at the dyno, we had a problem with our LS3 crate motor. Naturally we wanted to include both the Edelbrock Pro-Flo XT and the Performance Designs Carbon pTR, but this was easier said than done. After running 20 different LS3 intake configurations, we came across a couple of stragglers who were late to the party. The one thing we can count on when testing "all" the LS3 intake manifolds is missing one or two. Matching this range with the right cam timing, head flow, and displacement, and you have a winning combination. The runner length (and other design variables) determines the effective operating range. Intakes should be thought of in terms of engine speed (much like a cam). 617/.624-inch lift with a 113 LSA), and would be better suited to something with wilder cam timing, or more displacement, or both. This is an important point, as many of these intakes were not designed for our mild cam-only LS3 crate motor (specs on our COMP 54-496-11 hydraulic roller measure 231/247 degrees at. Oh sure, it is possible to shift power production higher in the rev range with shorter runners, but this usually comes with a trade-off in low-speed torque, sometimes a significant one. Unlike the previous cathedral-port examples, even the mighty Trailblazer SS (TBSS) manifold, the stock LS3 intake, has proven tough to beat. Provided here for your viewing pleasure are the results of part 1 on the EFI intakes.īefore getting to the results (like you haven't already jumped ahead!), we need to point out a few facts, the first of which is that the factory LS3 intake is one of the best OE intakes ever produced. Unlike the previous adventure, we decided to split up the EFI and carbureted intakes and test them separately. Not surprisingly, the aftermarket jumped on the band wagon to offer all manner of intake combinations for the new cylinder head configuration, so it was only natural that we had to test them. Blessed with what were essentially race heads right from the factory (flowing 315 cfm), the rec-port motors offered even more potential than the factory cathedral-port combos. GM eventually replaced the cathedral-port heads with high-flow, rectangular-port heads when they introduced the LS3, L92, and L76 motors (to name a few). The problem with doing the mother of all intake tests for the cathedral-port guys is that it left out the LS3 owners. That test included every cathedral-port intake we could get our hands on, including the various factory versions. Way back in 2015, we performed the mother of all LS intake tests by running 20 different intakes designed for cathedral-port heads.
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