NEW 4.6L intake !!!! - TCCoA Forums
 
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post #1 of 22 (permalink) Old 02-01-2005, 01:17 PM Thread Starter
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NEW 4.6L intake !!!!

How about this? really wierd looking....but an option if you are a good fabricator.

http://cgi.ebay.com/ebaymotors/ws/eB...category=46098



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Last edited by CobraRThunder; 02-01-2005 at 01:22 PM.
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post #2 of 22 (permalink) Old 02-01-2005, 01:30 PM
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That's the worst design I've ever seen - so many probs I don't know where to start

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post #3 of 22 (permalink) Old 02-01-2005, 01:31 PM Thread Starter
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i didnt say i was buying it just posting it...

4R70W From DirtyDog
VORTECH BLOWN w/3.12" Reichard ultra-grip pulley
TEA Stage2 PI Heads, 9.5:1 manley slugs/manley H-beams, cobra crank, VTStage3 blower cams, Trick Flow track heat intake, FMIC TR1245 intercooler, ART Dual 2.5" exhaust/Stainless/no cats, KOOKS coated headers, 4.10 w/ Auburn Pro, aluminum 8.8 housing, Dynotech driveshaft, Koni's, Eibach Springs, Baer 13" big brake kit. cobra rear brake/hub conversion, VMP Slot Blowthru setup, #60 Inj. 75mm TB,
615 rwhp/500 torque 15.5psi best of [email protected] still needs tuning.
CarDomain http://www.cardomain.com/ride/426794
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post #4 of 22 (permalink) Old 02-01-2005, 01:42 PM
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What's wrong with it? Asking because I don't know, not to be an ***.

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post #5 of 22 (permalink) Old 02-01-2005, 01:43 PM
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Quote:
Originally Posted by Deus003
What's wrong with it? Asking because I don't know, not to be an ***.

--Craig

Look at those "velocity stacks" lol - sucking air straight from the Hot Engine Valley.


They have way less runner than a PI intake - The pi coils up in the V - this one doesn't.

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post #6 of 22 (permalink) Old 02-01-2005, 02:43 PM
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$550 on ebay from some guy with a 0 rating in Turkey or $750 from their website. Hmm, that's only about $500 out of my budget! Not to mention that is too much bling, it just wouldn't look right with all the dirt and grease under my hood.
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post #7 of 22 (permalink) Old 02-01-2005, 02:51 PM
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Quote:
Originally Posted by Kentwood
Look at those "velocity stacks" lol - sucking air straight from the Hot Engine Valley.


They have way less runner than a PI intake - The pi coils up in the V - this one doesn't.
I think you're missing the fact that something has to be epoxied onto the manifold. I'm guessing that the "velosity stacks" will be encased within a plenum. The actual air intake is in the normal location on the top. It pulls it into a plenum and then up through the stacks and into the runners. For a super high rpm engine, or a supercharged engine the runner length isn't all that important. Runner length is important for low end torque, not top end power. So the shorter and larger the runner/plenum, the better for all out power on top end.

Just my .02.

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post #8 of 22 (permalink) Old 02-01-2005, 03:07 PM
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Quote:
Originally Posted by 94 Daily Driven 4.6L
I think you're missing the fact that something has to be epoxied onto the manifold. I'm guessing that the "velosity stacks" will be encased within a plenum. The actual air intake is in the normal location on the top. It pulls it into a plenum and then up through the stacks and into the runners. For a super high rpm engine, or a supercharged engine the runner length isn't all that important. Runner length is important for low end torque, not top end power. So the shorter and larger the runner/plenum, the better for all out power on top end.

Just my .02.

Yes I know about the runner length.



I went to there site and saw the plenum box so at least I can tell how the air flows now

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post #9 of 22 (permalink) Old 02-01-2005, 03:11 PM
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these have not been dyno proven, I love that line.
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post #10 of 22 (permalink) Old 02-01-2005, 03:23 PM
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Sometimes I wonder if the people making 4.6L performance parts have ever actually worked on a 4.6. As the answer appears to be no, I then wonder if they ever sat down and honestly designed it to perform. The Manifolds I've seen (though rare and expensive) just haven't been thought through. The RR intake looks like a revised drag racing intake from the 60s... but we arent running carbs, or using the same displacement/block and head design.
We need an intake with long runners like the PI, but larger area across the full length of the port. The NPI head I checked had an area of about 2.5in^2 at the gasket IIRC. The NPI intake runners are significantly smaller at 1.70in^2, and the PI's are about 2.45in^2 throughout. If that's being choked, we need something with 2.75-3in^2, maybe a little more. Remember I'm talking square inches, not diameter.
Lets compare notes:
area of equivalent tube/ Diameter of tube / description

7.07 in^2= 3.00" diam ~75mm TB area
5.14 in^2= 2.56" diam ~65mm TB area

1.70 in^2= 1.47" diam NPI intake runner area
2.45 in^2= 1.77" diam PI intake runner area
2.52 in^2= 1.79" diam NPI gasket area (port area at the head)
2.75 in^2= 1.87 diam minimum intake runner size
3.00 in^2= 1.95" diam large intake runner size

2.07 in^2= 1.625 diam 1 5/8" primary header
2.41 in^2= 1.75" diam 1 3/4" primary header

Keep in mind the exhaust side is being forced out, so it doesnt necessarily need as large an area as the intake.

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post #11 of 22 (permalink) Old 02-01-2005, 03:24 PM
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Quote:
Originally Posted by JustinH
these have not been dyno proven, I love that line.

Yeah, first thing I look for on a site like that is dyno graphs.


No dyno no care lol.

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post #12 of 22 (permalink) Old 02-01-2005, 03:25 PM
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Quote:
Originally Posted by Silver95Bird
Sometimes I wonder if the people making 4.6L performance parts have ever actually worked on a 4.6. As the answer appears to be no, I then wonder if they ever sat down and honestly designed it to perform. The Manifolds I've seen (though rare and expensive) just haven't been thought through. The RR intake looks like a revised drag racing intake from the 60s... but we arent running carbs, or using the same displacement/block and head design.
We need an intake with long runners like the PI, but larger area across the full length of the port. The NPI head I checked had an area of about 2.5in^2 at the gasket IIRC. The NPI intake runners are significantly smaller at 1.70in^2, and the PI's are about 2.45in^2 throughout. If that's being choked, we need something with 2.75-3in^2, maybe a little more. Remember I'm talking square inches, not diameter.
Lets compare notes:
area of equivalent tube/ Diameter of tube / description

7.07 in^2= 3.00" diam ~75mm TB area
5.14 in^2= 2.56" diam ~65mm TB area

1.70 in^2= 1.47" diam NPI intake runner area
2.45 in^2= 1.77" diam PI intake runner area
2.52 in^2= 1.79" diam NPI gasket area (port area at the head)
2.75 in^2= 1.87 diam minimum intake runner size
3.00 in^2= 1.95" diam large intake runner size

2.07 in^2= 1.625 diam 1 5/8" primary header
2.41 in^2= 1.75" diam 1 3/4" primary header

Keep in mind the exhaust side is being forced out, so it doesnt necessarily need as large an area as the intake.

And keeping a big cross section and long runner without losing air velocity

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post #13 of 22 (permalink) Old 02-01-2005, 03:29 PM
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Quote:
NEW PRODUCT:WE HAVE STARTED DESIGNING A RPM STABILIZER FOR
CENTRIFUGAL SUPERCHARGERS.WHAT DOES THIS DO?IT GIVES YOU FULL
BOOST AT 1000 ENGINE RPM GIVING THE CENTRIFUGAL BLOWER LOW END
POWER WHICH IT LACKS.
WE MAY HOPEFULLY SAY THAT THERE WILL BE NO LONGER A NEED FOR
POSITIVE DISPLACEMENT BLOWERS.
Quote:
**SEE THE NEW PRE-POLISHED PI INTAKE WITH JERRY MOD HERE**
Quote:
*AFTER BEING SUGGESTED BY A CORRAL.NET MEMBER (KUMA) ,WE HAVE
DECIDED TO INCORPORATE THE JERRY MOD TO THE INTAKE.THE JERRY MOD
CONSINSTS OF TAPPING THE REAR UNUSED DRIVER SIDE WATER
WELL,THREADING A NIPPLE THERE AND THREADING ANOTHER NIPPLE TO THE
DUAL TEMPERATURE SENSOR PROBE HOUSING TO LET MAKE THE #7 AND #8
CYLINDERS HAVE BETTER COOLING.
SIMPLE AS IT SOUNDS IT IS A GREAT WELL THOUGHT OF MOD. THANKS JERRY.
Uhhh....ok.

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post #14 of 22 (permalink) Old 02-01-2005, 03:31 PM
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Quote:
Originally Posted by Sir William
Uhhh....ok.

Yeah I saw that "Jerry mod" stuff.

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post #15 of 22 (permalink) Old 02-01-2005, 03:33 PM
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Actually if you read the threads over at MD Jerry has outlined the cooling mod he describes. I will also say the MD folks have told him to quit posting until he can show some dyno numbers

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post #16 of 22 (permalink) Old 02-01-2005, 03:35 PM
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Quote:
Originally Posted by timb
Actually if you read the threads over at MD Jerry has outlined the cooling mod he describes. I will also say the MD folks have told him to quit posting until he can show some dyno numbers

The rolling eyes was at they said "Thanks Jerry" like he gave them permission.


And the cooling mod works - makes the diff between burnt up plugs - I never heard him claim it help horsepower - I guess in a roundabout way it does since it helps prevent knock you can tune it a little more aggressive.

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post #17 of 22 (permalink) Old 02-01-2005, 03:39 PM
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FOR YOU KNOWLEDGE PURPLE RACING IS NOT LOCATED IN THE STATES,IT IS LOCATED IN ANKARA-TURKEY,SO OUR PRODUCTS COULD HAVE BEEN EVEN CHEAPER IF WE WERE IN THE STATES.
Yeah, I see that tech support really workin good for us.....

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post #18 of 22 (permalink) Old 02-01-2005, 09:11 PM
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Quote:
Originally Posted by Kentwood
And keeping a big cross section and long runner without losing air velocity
That's the whole problem - everyone thinks you'll lose too much velocity. It's a load of crap. We're on the opposite end of the spectrum. As per our favorite Ford engineer emeritus, when the velocity hits about 7/10 the speed of sound the flow drops off dramatically. On an NPI intake, this is about 4000 rpm. If you're used to the acceleration dying at that RPM, this is exactly what you're feeling. PI intakes do the same thing, just at a higher rpm, so lightly modded cars wont notice. If you're building an aftermarket intake, it has to have bigger runners or it will be useless. People buying aftermarket intakes are generally spinning to at least 6000-6500, some have heads that will support 7000. We need an intake that flows at least enough for that.

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post #19 of 22 (permalink) Old 02-01-2005, 09:37 PM
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Quote:
Originally Posted by Silver95Bird
That's the whole problem - everyone thinks you'll lose too much velocity. It's a load of crap. We're on the opposite end of the spectrum. As per our favorite Ford engineer emeritus, when the velocity hits about 7/10 the speed of sound the flow drops off dramatically. On an NPI intake, this is about 4000 rpm. If you're used to the acceleration dying at that RPM, this is exactly what you're feeling. PI intakes do the same thing, just at a higher rpm, so lightly modded cars wont notice. If you're building an aftermarket intake, it has to have bigger runners or it will be useless. People buying aftermarket intakes are generally spinning to at least 6000-6500, some have heads that will support 7000. We need an intake that flows at least enough for that.

Of course the stock intake chokes - but we're not talking stock intakes in this thread

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Last edited by Kentwood; 02-01-2005 at 09:44 PM.
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post #20 of 22 (permalink) Old 02-02-2005, 12:51 AM
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Exactly. Reread my posts and then compare them to this purple intake. I dont think this one is any better than a Bullitt intake. From their pics and descriptions, its shorter runners with what I'm assuming is a 40mm (diameter?? their page isnt specific) tube - which would equate to 1.57", which is inbetween NPI and PI as far as that goes. I'm not impressed. Driving this intake around town would suck. It's going to lose the midrange torque and it's going to peak early, assuming their description is accurate. Believe it or not, if it's engineered right it can do both at least acceptably well. So far the only decent looking intake I've seen has been the P51 that KenB tested on MD.

96 Mustang GT 5spd. w/ 248A Option (GTS). Stock for now until I get the Roush on.

97 Thunderbird 4.6L LX /w Sport Package
24k B&M Cooler, 1" lowered, Steeda UD Pulleys, Dynomax cat-back, J-mod, 3.73's, PI intake, PI cams, 03 GT MAF/Tube, SCT tuned - Gone but not forgotten.
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post #21 of 22 (permalink) Old 02-02-2005, 01:34 AM
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Quote:
Originally Posted by Silver95Bird
Exactly. Reread my posts and then compare them to this purple intake. I dont think this one is any better than a Bullitt intake. From their pics and descriptions, its shorter runners with what I'm assuming is a 40mm (diameter?? their page isnt specific) tube - which would equate to 1.57", which is inbetween NPI and PI as far as that goes. I'm not impressed. Driving this intake around town would suck. It's going to lose the midrange torque and it's going to peak early, assuming their description is accurate. Believe it or not, if it's engineered right it can do both at least acceptably well. So far the only decent looking intake I've seen has been the P51 that KenB tested on MD.

I don't know who you're debating with - I said the same thing

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post #22 of 22 (permalink) Old 02-03-2005, 10:53 PM
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