Intake Manifolds 2v sohc
 

http://store.summitracing.com/partde...5&autoview=sku


I was skimming through one of my magazines and found the link to this intake by edelbrock...Anyone hear anything good about this one??? I want to ditch the plastic and get something a little stronger and prettier in the engine bay. It's a great price compared to all the other aftermarket intakes for the 4.6L's. (Typhon, Track Heat) I've tried googeling it for the past hour and can't find anything on it...a little help would be greatly appreciated!!! Thanx ahead of time guys!!!

my2 cents..

High RPM applications and no provisions for anything factory other than injectors. You need aftermarket fuel rails, throttle body, TPS, IAC etc..

If you are a serious racer / builder it would be pretty cool but not for the average bolt-on type of car..

Edelbrock makes plenums that allow you to keep all your stock stuff (except for TB) but as for fuel rails, that I don't know. However, now that Edelbrock got this out, it's only a matter of time before they release their more streetable Performer series version.

There is no fuel rail needed for that intake. Stock should fit fine...

Id love to give one of those a try on my 5.4, i think that would be the ticket if your stuck using adapter plates!

So it's not a direct replacement...sucky!!!

I do believe all your stock stuff would transfer onto that intake. I bought an HPS Hardball'r intake which looks very similar to that and all my stuff bolted right on, no problems.

From what i read on it before evrything including fuel rails bolts on? it even has a the option to flip the throttle bodie from left side to right side and i believe center?
btw "yellowstang99" your car looks sweet!!!!

you'll know for sure the second that intake is even close to appropriate for you. until then, your stock intake is more than sufficient.

Word r3d, anyone who has ever ran an original vic jr(thats what this intake is, vic jr) that its not for a low rpm/small CI engine. I got a feeling a lot of people will be sticking these on bolton 4.6's and losing there ass in hp/tq below 6500. I actually called to see if they would let me try one on the 5.4(which will move the vic jr curve to the left with more ci but move the engines curve further to the right) but it was told to me that they meet twice a year for things like that to be discussed, so thats a no-go on that

The thing that stumps me though is the fact that companies like Mass-Flo EFI makes EFI kits that use the Vic Jr manifold for a street 302 and drivability doesn't suffer. Then again, they use the carb version of the manifold so maybe the carb version of this manifold w/ FI bungs would be better?

This is a carb version, has a 4010 carb plate but has the inj bungs in it also. The cars you see running the mass flo system I would bet make an easy 320whp and have 21 more CI than a 4.6. Just because the drivabilty doesnt suffer I would bet that with a long runner style intake it would wake it up bigtime in the lower rpm(but fall short up top). Im guessing you could put this intake on a 4.6 stroker(302) with heads/cams and it would be a great streetcar with a lot of power potential, BUT wouldnt feel as torquey as if you had left the stock intake on.

He's what they say about the issue, right from their site:
Most Mass-Flo systems give you a choice of intake manifolds. You might think that this is to give you a variety of RPM ranges, but that is not the case. Keep in mind... The RPM ranges typically associated with these manifolds (such as the RPM ranges listed on Edelbrock's website) are true when they are being used with a carburetor. Those figures mean nothing when you take that same manifold and use it in a "dry" system such as this. A good example would be the Victor Jr. for a Ford 302. Edelbrock lists this manifold's effective RPM range at 3500-8000 RPM's. That is true when it is being used with a carburetor. The fuel is being mixed with air inside the carburetor, and then the air/fuel mixture needs to travel down the intake runners and into the head. At below 3500 RPM, the fuel cannot stay suspended in the air, because the intake runners are so large, which results in low velocity through the runners. This is not the case with the Mass-Flo system. With the Mass-Flo system, the fuel is sprayed into the airpath at the end of the intake runners. The only thing that is traveling through the intake runners is air, so the size of the runners has little effect on the manifolds RPM characteristics. This means you can use an intake manifold that would normally be considered much too aggressive on even a mild engine. So why do we give you a choice? So you can get your air cleaner as high or as low as it needs to be to fit your application, and so that we can choose a manifold that matches the port size of your heads. Maybe you have a "shaker" hood, or maybe you have very limited hood clearance. Maybe you want to use a "Cobra" air cleaner, which needs to be over your distributor, but below the hood. With a choice of manifold heights, you can select a combination that will work for your application. Choose your intake manifold based on fit... not based on RPM range. We have used the Victor Jr. on several bone stock 302 engines, and it has amazing throttle response and low RPM performance with the Mass-Flo system.
What they say kind of makes sense since it's similar to running headers w/ too large primary tubes on a FI car but then again, doesn't since air velocity plays an important part. The only way to prove any of this though is for someone to obviously try this intake.

Not sure, the guy at edlebrock said its designed range is from 35-7500. Said hyland and someone else tested it on a 4.6 and gave it that RPM band. Its actually designed to be a EFI intake. The said the runner size doesnt effect rpm but being a short runner intake its still not gonna be as good down low as a long runner intake, perhaps they worded it that way to market it to a larger group. I dont know but being a short runner intake its gonna be a higher rpm intake over a logn runner

Wouldn't surprise me if they said that for marketing but just like they did w/ the LS1 piece, they'll come up w/ a lower rpm band version though just like any old carb manifold, runner length is still shorter than what we're use to for FI.

No matter what, runner length and plenum volume contribute to defining the rpm of peak power along with the cam and head design. Depending on the status of the other 2 any one of those can have pretty dramatic effects.

A longer runner will generate greater tq down low but will make high rpm HP numbers suffer. The inverse is also true. The statements about chemical cooling of carburetor type setups is true and you can't directly compare a EFI manifold to a carb manifold.

The 7-9" runners on the Edelbrock is great for a car that does any open track or drag racing and has at least 3.73 gears on their 4.6. You'll lose a little tq down low though over a stock intake. On a 5.4 with the Edelbrock and adapter plates or a proper Edelbrock victor jr. for 5.4 2v you're picking back up a lot of the tq from the air velocity staying high thanks to the restrictive 2v heads as long as the ports aren't too big to begin with.

For 4.6's...the Edelbrock is not at home on anything that lives off a drag strip or lacks a blower. If you have a blower and a penchant for 1320 action, then that's a great option.

Also, when comparing carb/SEFI intakes remember, venturis in carburetors work based on pressure differentials to get fuel into the air and to keep that fuel suspended through the runners, past the valve and into the cylinder. SEFI is a little different as the injector normally sprays very near the valve at a much higher velocity air stream and so it's not as important to keep less than ambient pressures in the manifold to get the same atomization of fuel. Adapting their victor jr manifold to EFI was neato but I don't think edelbrock thought it out very well.

R3d, everything Ive ever read said that plenum size doesnt have an effect on an EFI intake.

odd... everything I've read says that while it's not important in the same ways as for a carb car it's still just as critical to the overall design. Some of the more salient advice for SEFI NA v8 motors with peak tq about where we want it you should look to have 60-80% of the engine displacement in plenum volume combined with appropriately designed runners. The two do work together. Besides the general tuning effect from the shape and size is the effect on throttle response.

agreed, i didnt say i agreed with them lol

w0rd.