- Ideal for high output street
engines and boosted
applications - Available for cathedral port
LS1/2/6 engines - Maximum performance split
design (easy for custom porting) - Lighter than other split design
race intakes - Captured o-ring seals at head
ports and the split - CARB compliant kits available
- No tuning required
- Serviceable lifetime high-flow
8 layer cotton gauze filter - No mods for easy installation
- High quality components with
custom look - Compatible with draw through
supercharged applications (internal MAP sensor) - Self-tuning ECU (no laptop required!) means you don’t have to be a
computer/tuning wiz to have EFI! - Integrated ignition timing control
- Built in single stage progressive nitrous control
- Programmable target air fuel ratios & ignition timing per boost level
- USB to CAN Communication cable included for easy laptop tuning
- Three programmable 0-5V Sensor inputs for oil/fuel/dome or
nitrous pressure sensors - Single throttle body mounted ECU – no extra boxes to mount
- Only 4 wiring connections required! (battery +, battery - ,
switched ignition & RPM) - Fits on intake manifolds with flange spacing as tight as 6.4375”
center to center (most Edelbrock manifolds) - Requires an external fuel pressure regulator: P/N 12-848 up to 800 HP,
12-851 for 1000+ HP
THE ARCHIVES
sensing engine pressure and manifold air temperature,” they
explained. “This change, along with other calibration mods,
has added 5 hp to V-8 Tuned Port engines across the board.”
(Ford, on the other hand, was doing the exact opposite,
phasing in a MAF system in favor of its speed density meters.)
The IROC-Z, with its 245hp 5.7L TPI engine, 700-R
transmission, and 3.23 gears in the limited-slip rearend, went
through the quarter-mile in14.74 seconds at 93.7 mph (corrected for sea level).
The 1990 Mustang LX, its 5.0L engine coupled to
a manual trans and weighing about 100 pounds less
than a GT model of Ford’s pony, nipped the Camaro
by two-hundredths of a second, turning in a
14.72-second pass.
“But the IROC is made for the road,” the editors
noted. “And compared to the Mustang, the F-body
Camaro handles like a race car. Huge [Goodyear
Gatorback] 245/50ZR16s keep a tenacious grip on
the road. Full-throttle acceleration is utterly
without wheelhop or other nasty habits.”
On a high-speed test loop, the editors discovered
the Camaro’s ride and handling, “like a Corvette,”
got “better as road speed increases. At speeds up
to 120 mph, the Camaro is sure-footed and stable.”