2004-2007 Cadillac CTS-V Intake Manifolds & Accessories

There's a good reason that virtually every top professional engine builder relies on ARP® fasteners for their all-out competition powerplants. Simply stated, there’s not a better stud setup on the market today.  ARP Fastners offer high performance reliability you can trust.

Forget everything you know about manifolds! FAST™, a member of the COMP Group™, introduces the first "composite" multi-piece Gen III manifold that makes real horsepower and torque.

ENGINEERING
FAST™ assembled a team of some of the best manifold experts in the country, including Keith Wilson of NASCAR and NHRA fame, with the goal of making the finest new manifold ever built. We developed a unique three- piece design that allows you access to every inch of the manifold. The middle and upper shells can be changed to allow for additional engine modifications, like a FAST™ 90mm throttle body. Runners can be match ported. They even included witness grooves to indicate how much material you can remove. They also engineered in unparalleled performance. Now you don’t have to sacrifice low end torque to gain horsepower!

To make the LSX™ a true bolt on product, it is made to fit under a stock hood and uses all factory hardware, fuel lines and linkages. However, the runners were redesigned to increase velocity and volume of airflow by moving air more efficiently. The LSX™’s longer, tapered runners allow it to gain top end horsepower without sacrificing low-end torque. With 25% more plenum volume, each runner is allowed to draw from less turbulent air. As the air enters the runners at the bell mouth, the angles are redesigned for better runner inlet transition. The throttle body is specially angled for improved plenum flow. For all of these reasons, you can expect up to 20 more bolt on horsepower and 15 more foot-pounds of torque**.

As if increasing horsepower & torque weren’t enough, the team then designed in some special features to allow you to make further refinements to your engine. Special bosses are designed into the LSX™ to accommodate nitrous oxide nozzles and these bosses are placed at optimal angles. We’ve already mentioned you can port the LSX™, but there’s even a place for a burst panels to be installed to help prevent engine damage caused by nitrous backfires or boost pressure overload.

ADVANCED POLYMER
The team decided that even though using an advanced polymer material would be more challenging, the benefits far out weighed all other materials. They selected "Amodel™" because it is 20% stronger and 25% stiffer than the nylon used by the O.E.’s. It is also a remarkable 127% lighter than aluminum [11lbs. vs. 26 lbs.]. Even more important is the heat advantage. As an engine heats up to its operating temperature, a metal manifold absorbs that heat, which in turn causes it to preheat the air that enters the cylinders. This process, called “heat sink”, robs you of horsepower. “Amodel™” does not absorb engine heat but instead acts as a heat shield, allowing much cooler denser air into the cylinders. The result is a lighter, stronger, stiffer manifold with built in horsepower gains from the material alone.  Click here to read more in this article from Popular Hot Rodding.

Airflow engineers at RHS® and the EFI specialists at FAST™ recently worked hand-in-hand to develop a superior intake manifold for GM LS performance applications. With models available for all the popular LS engines, the LSXR™ features a three-piece modular construction to allow for easy disassembly and porting. Extensive testing led to a runner design that was longer and less restrictive, allowing the removal of individual runners for modification. Regardless of the application, dyno testing has proven these manifolds deliver significant bolt-on performance gains in stock applications and gains upwards of 25+ horsepower in larger displacement or highly modified combinations.

Constructed from advanced polymer material, the LSXR™ is lighter, stronger and more heat resistant than comparable aluminum intakes. While it features a 102mm air inlet, it can be used with 90mm or 92mm throttle bodies. Other features include integrated nitrous bungs and perfect bolt-on fitment, allowing use of factory accessories without clearance issues.

• Available for GM LS1 (cathedral port), LS3 (rectangle port) & LS7 (raised rectangle port) engines
• 16+ hp gains with stock displacement & 26+ rwhp with larger cubic inch
• Removeable runners for easy porting
• Perfect bolt-on fitment allows for the use of OEM accessories

Designed specifically for GM 4.8/5.3/6.0L cathedral port truck engines and cathedral port LS1, -2, -6 race applications where hood clearance is not a concern, the FAST™ LSXRT™102mm Intake Manifold follows the path chartered by the original FAST™ LSX™ Gen III Intake by featuring a modular design that allows for easy porting and disassembly and a runner design that yields an incredible 25 peak horsepower gain over the stock intake, on a stock 6.0L engine with a Big Mouth 102mm Throttle Body™. And similar to the LSXR™ 102mm Intake Manifold for cars, the LSXRT™ features the ability to remove individual runners for modification.

The LSXRT™ is constructed from a proprietary precision injection molded polymer which offers many benefits, including lighter weight, greater strength and lower heat soak propensity. While it features a 102mm air inlet that was designed for the FAST™ Big Mouth 102mm Throttle Body™, it can also be used with stock 90mm or aftermarket 92mm throttle bodies (78mm three-bolt throttle bodies require an adapter). Other features include integrated nitrous bungs and precise bolt-on fit that permits the use of factory accessories and OEM fuel/emission connections without adjustments or clearance issues. Some GM truck models may require the FAST™ 92mm or 102mm throttle body.

Edelbrock's powerful new manifold is designed for the popular Chevrolet LS1 (5.7L) small-block V8 originally used in 1997 and later Corvettes and 1998-02 Camaros and Firebirds. It also fits the Corvette LS6 engine and any other Gen III engine including the LM7 (5.3L), LR4 (4.8L), and LQ4 (6.0L). It allows the use of a carburetor on these originally computer-controlled engines, offering maximum power and a broad torque curve from 1500 to 6500 rpm. This manifold made 410 hp and 418 ft/lbs. of torque in dyno tests with our matching cam #2215 and Performer Series carb #1413. The Performer RPM LS1 includes a wiring harness and unique electronic Timing Control Module made by MSD® which works with OE sensors to fire the coil-on-plug ignition system and offers a choice of six timing curves. A special throttle and trans bracket that works with 700R-4, 200R-4 and Turbo 350 transmissions is included, making the LS1 engine an easy retro-fit into any muscle car, street rod or marine application.

Now, hot rodders can have the late-model muscle of the popular Gen III and the classic look of dual-quad carbs. Designed for LS1, LS6, LM7 (5.3L), LR4 (4.8L), and LQ4 (6.0L) engines, the new RPM Air-Gap LS1 Dual-Quad delivers outstanding performance from 1500 to 6500 rpm. Included with the #7518 is an electronic timing module that picks up MAP, crank position, and cam position in order to drive the stock ignition system.

Chevrolet 262-400 Small-Block V8
VICTOR JR. LS1 (3500-7500 rpm)
For Chevrolet LS1 V8 Carbureted Applications
With an operating range of 3500-7500 rpm, this high-rise single plane intake is capable of supporting up to 600 hp. Like our Performer RPM LS1 intake, the Victor Jr. LS1 accepts a square bore carburetor and comes with an electronic timing module that picks up MAP, crank position, and cam position in order to drive the stock Coil-on-Plug ignition system. This module also offers a choice of several built-in timing curves, each tailored for engine displacement, cam profiles, and fuel grades. Includes a throttle bracket designed to work with 700R-4, 200R-4 and Turbo 350 transmissions. Most applications will require hood modification.

SUPER VICTOR LS1 (3500-8000 rpm)
Carbureted or Competition EFI for GM Gen III
Building on the success of the Victor Jr. LS1 manifold, the Super Victor LS1 offers greater air flow potential for ever bigger power gains from these modern engines. The carb mount pad is 1.12" taller than the Victor Jr. LS1, and the port exits have been increased to 1.08" x 2.74". Use Edelbrock Timing Control Module #91238 to drive the stock coil-on-plug ignition system. This manifold has already been accepted by NASCAR for use in the Grand National division/Busch North spec engine series. Super Victor EFI LS1 manifold #28095 is for high-output competition EFI systems and features precisely positioned and machined injector bosses for excellent fuel spray patterns and maximum power. Universal 4-Barrel Throttle Bodies, fuel rails, fuel injectors, fuel pumps and regulators are available separately to complete your competition EFI system.

Based off the LS6 manifold, Holley's new aluminum manifold makes more power on the LS1 by increasing air flow and giving the engine builder the ability to port match to the cylinder heads increasing the flow through the entire engine, not just through the manifold.  Lingenfelter & Holley designed this manifold with a removable bottom plate to give access to internal passages.  This design feature makes porting and installing a direct port nitrous system a breeze.  The aluminum manifold is a street rod builders dream with the ability to be polished to a show finish.  This Holley manifold is perfect for blown, stroker and nitrous applications or for anyone looking to increase the power output of their LS1.