i purchased a complete 2007 mustang GT intake,throttle body, with CMC motor etc.


the first thing i noticed is the CMC plates and adjoining runner section. the plates themselves are half as thick as ours, so they will flow better than the truck intakes. they are flat and riveted to the control rod. the rod is also flat instead of a square rod. the runner is also of a larger cross section to reduce restriction in the CMC area. in essence ford compensated for the plates, whrereas in our intakes ford didn't. not only are ours resteicted more than 4.6 3v, but the plates themselves on ours are killing us. i will post some pics later today. you ask"why is he telling us this"? well...

the removal and tuning for the removal of the plates on our motors is essential for HP. i guess the pick-up engineers didn't care or were satisfied with less.


the articles debating CMC plates removal for mustangs aren't valid for the 5.4 3v. there may not be much gain for them, but with such a large section of our intake runner filled, no wonder 280 is the limit. has anybody wondered why i made 340 rwtq without half of the mods the rest have? i am an automatic. oh i gain a few percent from drivetrain(rear end,tranny), but otherwise i lose as much as any 2wd truck. i don't have a tune, so my load calculations are off. (spark advance). i had a stock exhaust with 'x' pipe. a restrictive header with number 1 and 2 cylinders using the same 1 5/8" primary. a 75mm throttle body and elbow that is not as good as the stock 5.4 3v setup. but i still made 340 rwtq!!!! 250 rwhp as a baseline.


i attribute it to the CMC removal. i will post pic like i said, but those who want to exceed the dreaded 280 rw should seriously consider a few hours of work for an easy gain. i am mad at ford for giving us so little to work with in this intake, when they gave the stang croud so much.


i am going to investigate a way to use the 4.6 3v intake. i don't see how. it is 1" narrow at the ports.

 

COULD AN ADMINISTRATOR CHANGE THE TITLE TO "3V" INSTEAD OF "4V"? THANKS

 

I drive a 4.6 f150, would this also work for my engine? If so please advise and post the pics when you get a chance.

Thanks for the research.

 

x2.

 

there is no way a 3v 4.6 intake would work with out spacers to make it fit on a 3v 5.4.. and won't fit on a 2v 4.6 without major mods. and that could cause restrictions right there. Also the mustang was engineered for a way different hp/tq curve. Trucks would loose out on a lot of low end torqe, and that what trucks need. Especially if you tow it would be a bad mod.

 

to be sure towing would suffer. but for the rest who use their trucks for HP and gear it, there's no point to low end. look at the 5.3 chevy. it has very little torque compared to the 5.4 3v, and it's very successful.



adapter plates: if you look at your 5.4 intake the runners approach the ports 90 degrees. no way to widen or narrow the manifold. the 4.6 3v has angle to it. let me go take pics and return.....

 

BTW the average stage2 or 3 CC cammed 4.6 3v makes 320 - 330rwtq at 4500.

 

this is out of focus a little. but you get the idea. the 4.6 runner compensates for the CMC plates. not to mention their plates are better.

 

this shows the angle that can be used for longer plates to fit this on my 5.4.






it won't work with any other port style. 2v or 4v. only 3v.

 

measuring the outside of the two intakes runner length the 5.4 is 18" long and the 4.6 is 15". not much loss there in torque band. the only drawback is plenum volume. the 4.6 unit will be small for the 5.4. adapter plates will add 1" to the 4.6. for 16". i figure the advantage in twin 57mm 833 cfm TB to make up for any losses. these unit make power to exceed 7200 on a cammed 4.6 3v.

 

Only other problem I see is that to make the intake 3 " wider for the 5.4 would be the hood clearance.. nothing a cowl intake couldn't fix lol. But still.. that is a chunk of metal to machine. Hopefully your a machinest with access to a mill.

 

i would machine it myself. i have access to a bridgeport.