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We ship world wide. All international orders must be paid online. Checks or money orders drawn on non-US banks will not be accepted.
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4.6L Intake Manifolds
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’92-’98 2-Valve Intake The 4.6-liter 2-valve engine uses a plastic intake manifold. This improves heat dissipation over an aluminum intake, and is less expensive to manufacture. The ‘92-‘98 2-valve car engines all use a similar version of the intake. In 1999, a new intake manifold was released to coincide with the release of the power improved cylinder heads. The port configuration is different between the two cylinder head types, so they are not interchangeable. The plastic intake manifold material does not lend itself to modification, so the only scope for improvement with the stock manifold is with the throttle body and the elbow between the throttle body and the intake. The original throttle body is 60 mm in diameter on the 2-valve engine. Aftermarket manufacturers have produced 70-mm throttle bodies for the 2-valve engine for some time, but the gains from bolting one on are minimal. A gain of 2-3 hp may be realized with a larger, more efficient throttle body installed.
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The production 2-valve intake on the Mustang is a plastic design. The early (‘96-‘98) version will not interchange with the ‘99-up style, due to the different port design of the Power-Improved (PI) cylinder heads.
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There have also been a couple of companies who have produced a 1-inch spacer, which is placed between the throttle body elbow and the intake manifold, much like a carb spacer in the old days. There is a power improvement of 4-5 hp to be found with a spacer, likely as a byproduct of increasing the plenum size, which is too small to be ideal.
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This Accufab billet throttle body with elbow picks up 192 cfm of airflow and boosts a stock Mustang GT up 10 horsepower.
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John Mihovetz, of Accufab in Ontario, California has been a producer of high-performance billet throttle bodies for years. He decided to produce a throttle body for the 4.6 Mustang recently, and did a bunch of development work on the flow bench to determine why the 4.6 2-valve throttle bodies on the market were not producing meaningful power gains. He found that the elbow between the throttle body and the intake manifold was the restriction in the system. By casting a new elbow to be used with his throttle body, the airflow went from 410 cfm to 602 cfm, resulting in a power gain of 10 hp on a stock 4.6-liter Mustang.
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Aluminum plenum spacer raises the 2-valve throttle body, resulting in a 4-5 hp gain over a stock Mustang GT.
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The 4.6 and 5.4-liter truck intake manifolds are optimized by the factory for the lower-RPM ranges they operate in, and the emphasis is on low- and mid-range torque, which is the most important attribute for a truck engine. This will hinder the higher-RPM potential of a 4.6 or 5.4 using a truck intake, unless of course, forced induction is used.
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SVO Intake At present, there are only two options other than the production intake for the 4.6. The first aftermarket intake available was a long-runner intake from Ford SVO, released in 1998 to complement the SVO heads that were released at the same time. The SVO intake uses a large plenum located in the valley area of the engine, combined with large cross section runners of reasonable length, fed by a twin-blade throttle body borrowed from the Cobra engine. This intake is a substantial improvement over the stock ‘92-‘98 intakes. Unfortunately, the intake port only mates with the SVO cylinder head, although if you really need to, a tig welder and die grinder will modify this intake to fit other cylinder-head ports. The SVO intake also works quite nicely with supercharged engines, and the throttle-body location, plus the fact that the throttle body is a Cobra piece, means that the Cobra supercharger duct can be substituted for the GT piece provided with the original supercharger kit, and everything will line up perfectly.
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The Ford SVO intake offers an increased runner volume compared to the stock intake. It also offers an increased runner length for improved upper-RPM power, combined with good mid- range torque. Ford Racing offers installation kits available for ‘96- ‘98 Mustangs, or the SVO intake may be installed on other applications with owner supplied installation components.
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Bullitt Intake The Mustang GT Bullitt, released in 2001, uses a manifold that looks surprisingly like the SVO intake. In fact it is very similar, but the port interface is designed for the 1999-up PI cylinder heads, so this is the intake to use if you already have the PI heads. Both the SVO intake and the Bullitt intake can benefit from additional work, especially if the engine is naturally aspirated (NA). Due to the enclosed nature of the runners, sending the intake to Extrude Hone for their proprietary abrasive honing procedure will yield a 10% improvement in the flow. The throttle body on the SVO intake can be substituted with an Accufab single blade unit, providing the area directly behind the throttle body is opened up to accommodate the single-blade throttle body. The same exercise can be performed on the Bullitt intake, but with the different idle air control valve location, the IAC will not function as intended. This could cause some stalling conditions on a street car with a Ford computer, although it would pose no problems for an engine tuned with an aftermarket computer system.
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The Bullitt intake borrows many design influences from the SVO intake. The Bullitt intake is a bolt-on manifold for ‘99 up Mustangs, or early model GTs that have the PI heads installed.
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'93-98 4-Valve Mark VIII Intake The 4-valve intake manifold has 5 separate and distinct types. The first to appear came on the ‘93 Mark 8 Lincoln. The intake was mated to the early twin-port 4-valve heads, so the primary port was open all the time, and a computer-controlled secondary throttle valve located in a plate between the intake and the cylinder head opens at 3200 rpm to access the secondary port. The throttle body was located close to the firewall in a vertical position. This layout may be the best for some custom engine installations where a low hood line is required. The runner size and length were optimized for the idle to 5500 rpm performance range, which is perfect for the automatic-equipped Lincoln. For engines with modifications designed to raise the operating RPM range up above 6000 rpm, this is not the best choice for a manifold. On ‘93-‘98 Mark 8s, you can substitute the ‘96-‘98 Cobra intake, and revise the intake duct for better high-RPM performance. The package still fits under the stock hood to boot.
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Previous | Next
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This has been a sample page from
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How To Build Max Performance 4.6 Liter Ford Engines by Sean Hyland
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This revised edition features new and current information throughout the text, an additional 16 pages, and all-color photography.
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When the ’96 Mustang came out with the 4.6-liter V-8, some performance enthusiasts were scared away by its technology. But those days are long gone. Ford added horsepower and torque to its 2- and 4-valve V-8s over the years, and the number and quality of available aftermarket performance parts has exploded. Ford took things to the next level with the new 3-valve Mustang GT engine and the 5.4-liter GT and Shelby GT500, adding even more high-performance options.
In this updated edition of How To Build Max-Performance 4.6-Liter Ford Engines, Sean Hyland gives you a comprehensive guide to building and modifying Ford’s 2-, 3-, and 4-valve 4.6- and 5.4-liter engines. You will learn everything from block selection and crankshaft prep, to cylinder head and intake manifold modifications. He also outlines eight recommended power packages and provides you with a step-by-step buildup of a naturally aspirated 405-horsepower Cobra engine. This is the definitive guide to getting the most from your 4.6- and 5.4-liter Ford.
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Click below to view sample pages from each chapter.
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Chap. 1 - Engine Block Chap. 2 - Crankshafts Chap. 3 - Rods Chap. 4 - 4.6 Pistons Chap. 5 - Cylinder Heads Chap. 6 - Int. Manifolds Chap. 7 - Fuel Injection Chap. 8 - 4.6 Camshafts Chap. 9 - 4.6 Exhaust Chap. 10 - Ignition Chap. 11 - Lubrication Chap. 12 - Cooling Chap. 13 - Power Adders Chap. 14 - Packages Chap. 15 - 405HP Engine
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Softbound 8-1/2 x 11 144 pages 445 Color Photos Item #SA82 Price: $22.95
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Click here to buy now!
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This is a great book that any modular engine owner or enthusiast will enjoy!
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Other items you might be interested in
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Building 4.6/5.4L Ford Horsepower on the Dyno Building 4.6/5.4L Ford Horsepower on the Dyno takes the guesswork out of modification and parts selection by showing you the types of horsepower and torque gains expected by each modification. More than 340 photos & 185 dyno graphs show you which parts increase horsepower and torque, and which parts don’t deliver on their promises.
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Price:
$22.95
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High-Performance Mustang Builder's Guide 1994-2004 The availability of high- performance parts for the 1994-04 Mustang is unparalleled. You can build your Mustang for drag racing, road racing, or improved street performance – and the High-Performance Mustang Builder’s Guide will show you how! Author Sean Hyland uses over 300 photos to explain how to upgrade your Mustang’s engine, suspension, chassis, transmission, rear end, brakes, and body.
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Price:
$22.95
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Shipping is combined and discounted for multiple item purchases! Buy more and save on shipping! We ship Worldwide! See International Shipping for more information!
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Search Our Store for More Great Ford, Lincoln & Mercury Items!
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MRE PO Box 47 Grinnell, IA 50112
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