My 1988 LFX F40 build. (Page 27/68) RandomTask FEB 03, 09:52 PM quote Originally posted by Daryl M: RandomTask, just how much of the hp increase do you think is because of a better intake? Does your research indicate that any of the increase is because of better exhaust? Daryl No idea. May be 5-10hp? Like I said earlier, I *think* the camaro intake will make swapping this setup way easier but I'll let you know when I get there. quote Originally posted by Joseph Upson: This along with programming is what I thought made the difference. I followed a discussion and trial on an LLT vs. LFX intake on the Camaro forum where an LLT intake was mounted on an LFX, or the other way around and the end result I vaguely recall seemed to favor the LLT intake, but the overall outcome for the effort was that it wasn't worth the trouble. I was also not impressed with the fact that a different intake manifold, larger intake valves, increased intake camshaft duration, moving the power peak 400 rpm higher to 6800 and adding .2 more compression points for the LFX, only netted 11 additional hp more than the LLT for the Camaro. That's an awful lot of upgrading for the return, of course that's only a snap shot as the entire performance curve would have to be compared for the over all difference. There is a 7hp difference between the single and dual exhaust LLT for the Saturn outlook, so the exhaust definitely appears to have a notable effect with the typical fwd arrangement. If you can believe wicked pedia; https://en.wikipedia.org/wi..._High_Feature_engine Ceteris paribus, about 10hp. Camaro went from 312hp to 323hp. The LFX is also 20lbs lighter than the LLT. To me the crown jewel is in the exhaust. The integrated exhaust port on the head makes re-routing the exhaust light years easier than fabbing up a custom set of headers that the LLT would require. Will FEB 04, 09:43 AM quote Originally posted by RandomTask: To me the crown jewel is in the exhaust. The integrated exhaust port on the head makes re-routing the exhaust light years easier than fabbing up a custom set of headers that the LLT would require. But also means that it's impossible to build headers for the LFX... Daryl M FEB 05, 08:43 AM Not having to mess with headers may be a good thing. Will FEB 12, 07:36 PM Or it could mean giving up on the highest levels of naturally aspirated power. Daryl M FEB 14, 12:27 AM quote Originally posted by Will: Or it could mean giving up on the highest levels of naturally aspirated power. Maybe, but if your goal is the highest normally asperated power, why choose an LFX? Wouldn't an LS4 be an easier way to get more power? Will FEB 14, 03:25 PM What if your goal is the highest naturally aspirated power you can get from a high feature V6? Joseph Upson FEB 15, 04:38 AM quote Originally posted by Will: What if your goal is the highest naturally aspirated power you can get from a high feature V6? You Devil you. I see what you did there. ChuckR FEB 17, 06:16 AM quote Originally posted by Will: What if your goal is the highest naturally aspirated power you can get from a high feature V6? Then start with an LLT, if custom headers are worth the lower HP start... Will FEB 17, 12:52 PM quote Originally posted by ChuckR: Then start with an LLT, if custom headers are worth the lower HP start... Well since the LFX has basically built-in long manifolds... Where does the extra power come from? Cams? Intake ports? I was under the impression it was cams, which would be part of a stout LLT build anyway... ChuckR FEB 17, 04:57 PM quote Originally posted by Will: Well since the LFX has basically built-in long manifolds... Where does the extra power come from? Cams? Intake ports? I was under the impression it was cams, which would be part of a stout LLT build anyway... Could you not port/ polish the heads on the LFX to gain better in and out flow? I know there would be more polishing done on the exhaust side than on a normal head. I have never seen the inside on the LFX heads just spit balling ideas of gaining power on better breathing.