I found this [nice intake]:

thats a stock F-body one. alot of F-body guys consider the W-body intake an improvement

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92 LeBaron Convert: Turbo 3L 97 Grand Prix GT 4dr "Frankenstein": L67 4t65 swap
97 Grand Marquis: Summer DD 99 Grand Prix GTP: Top Swap Beater

Okay,I can see their logic.
Now I would ask a question:.....why?
Don't desert me here guys.
This will really help the guys who want to use this as an intake for a turbo conversion.
I'll explain later.

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2005 GT owner [Non S/C] with a "big DIC".
Two years later and I still love the car.
Thanks Pontiac...Bleen is keen!

the inside of the F-body upper is vary rugh and does not have smooth transitions with no way to clean it up even with the propper porting tools and extrude honing is way to expensive to justifiy the the gains. with the FWD intakes you can smooth out the engine port of the LIM and you have the HV3 you can put in the UIM. i do not know of any F-body owners who have actualy put a FWD intake on there car though


most F owners have just imported the holdan and used that

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92 LeBaron Convert: Turbo 3L 97 Grand Prix GT 4dr "Frankenstein": L67 4t65 swap
97 Grand Marquis: Summer DD 99 Grand Prix GTP: Top Swap Beater

I look at the tunnel ram style intakes of the F-Body unit and the Holdens and they seem to be more geared towards the upper RPM's than the midrange.
The runner's are fairly straight - as much as they possibly can be.
The only thing I notice is they all tend to feed their runners from the same area in the plenum.
The Aussie intake has a flatter plenum than the F-Body unit and the throttle body opening seems to be bigger and feeds from the middle,instead of the end.
That *should* allow for more even breathing by the individual runners.
I look at our UIM and I see an end feed,but I also see where each side of the engine feeds from the opposite side of the plenum.
That of course introduces an extra bend by necessity [the 180 over the roof].
Then there's the divider that tends to isolate the pressure drops from side to side and "steers" the air straight front to back,at least until the engine starts into it's heaviest breathing.
I do wonder: Has anyone noticed a difference in plug colouration,especially on the two end cylinders?
I would think due to the mass of the incoming air that it would have a hard time making the turn to the first runner to properly fill it and maybe the opposite end because of the scallop for the alternator as well as the fact it's farthest away from the inlet.
Anyone notice this?
Maybe rich plugs?

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2005 GT owner [Non S/C] with a "big DIC".
Two years later and I still love the car.
Thanks Pontiac...Bleen is keen!

Well,I got playing around with a spare IUM.
here's what I came up with:



Here it is with the plastic insert:

Attachment:

Looks like you took a decent amount of material out of the walls.

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'97 GTP: 9.5:1 Diamonds, XP'd, 3.4, Shiny Headers, Ported S/C and Heads, N*, HPTuners
Coming Up: Intercooling of some sort...

I actually flared the openings to try to allow for better fill when the air gets moving faster at larger throttle openings.
I'm not sure how much that will help,but it should give a few extra HP.
I'm also thinking of thermal barrier coating the inside of it.
That should help a bit too without going to a 180 Tstat.

_________________
2005 GT owner [Non S/C] with a "big DIC".
Two years later and I still love the car.
Thanks Pontiac...Bleen is keen!