Trick Flow is working on a 5.4 intake that is similar to the 4.6 intake they just released. it is designed for mustang 5.4 installs.

 

you could still gain power with a properly setup manifold that has longer runners than a lightning lower intake, even up to 7k. are you stil using the long runner intake from your first build?

 

lol sure is clean! my grandpa use to say it took me 5 years to get it that dirty why u gonna throw it away

 

yeh he is his own contradiction. even his intake manifold design hes toying with hes cuttin the runners down to about 7 inches tall.which is still considerable length

 

HI!... Actually the custom intake manifold I was playing with was for a N/A application. That's why the runners were going to be only 7 inches long compared to the stock intakes 18-20 inches. I don't mind losing 15-25 FT/LBS of TQ down low if I'm going to pick up 25-40 H.P up top. N/A engines are super sensative to runner length. Not so much with forced induction.

 

haha u should go with the SHM ITB setup for ur turbo setup. just get a large airbox for the top. wont have but about 2" of runner length.

 

HI!... Ever hear of LOGAN intake manifolds? Most of their runners are from 1 inch to 4 inches long... for N/A applications.

 

I disagree. and so do all the other people who have done the testing. Again, IT ALL DEPENDS ON THE RPM RANGE OF THE MOTOR. you can have a long runner intake that pulls to 7k! Been there done that!

 

The camshafts determine the basic rpm band of the motor.
The intake tract length is a tunable item to favor (enhance) what ever part in that band you want to try to favor.
The tract length is from valve seat to the plenum.
The plenum demensions also affect the tuning, the tract length offers.
Without dyno testing, one cannot say what a peticular combination will do.
The physical demensions for optium power would be different for use with a centrifigal type supercharging vs a positive displacement type due to the difference in rpm where these blower begin to work, if the pressure is introduced to the motor at the same location..
Biggest differences are for the positive displacment is the low rpm boost that begins so the tract length would tend to favor being longer vs the shorter lengths favoring the higher rpm boost start of a centrifigal.
However most don't care either way as the large increase in power is all consuming, just to drive, and is never missed without some means of compairison.

 

Unless you have somebody that knows a lot about fluid dynamics and resonating pulse frequencies. There's a lot or R&D that goes into a properly designed intake manifold.

 

HI!... You can disagree with me all you want, I really don't care. I've run a ton of different intake manifold set-ups on many different vehicles over the years. It's always worked out for me when I've changed manifolds or have fabricated up custom intake runners.

I'll be doing dyno and 1/4 mile testing with my stock intake manifold and the one I want run in N/A trim when my engines back together. I'll post my findings.

 

yes!! we leave that to the F150online internet professional! who all have their E-degree's in fluid dynamics and pulse frequencies

 

yeh lol there expensive to

 

I suppose it's possible that a person can build their own intake manifold and get all the runner lengths and sequencing right. But it'll be a shot in the dark without some careful calculations. I'm sure Neal is taking these things into consideration. If he isn't, then he's only considering 1/2 of the science that goes into an intake manifold. Or should I say a "N/A" intake manifold. And he's missing out on potentially huge gains in both low end torque and high end horsepower.

 

yep lol that shows in alot of his endeavors