Note also that Ford went back to a single-blade throttle body design for the Coyote. Engines that are supercharged or turbocharged have a constant pressure in the manifold that forces air into the cylinders, so the port runner design has less effect on air delivery. All the factory supercharger manifolds are aluminum. A wide range of intake manifolds is available for the modular engine family, and you can find one to accommodate everything from carburetors to stack injection to compact supercharger applications.
Ford Performance still carries a line of intakes for most of the modular engine applications. Through the years Ford Performance has also supplied many of the factory performance intakes through the parts catalog, so used manifolds are in good supply at the swap meets and online.
Here are some of the manifolds currently available:. Ford still makes available the PI version of its manifold for 4.
It has the upgrades to eliminate the early intake issues and with a matching set of PI heads works very well on the earlier 4. Photo Courtesy Ford Performance Parts. These may or may not allow the use of factory components such as injectors and throttle bodies. It has a port for mounting a MAP sensor used with some forced induction and speed density computers.
It works with stock or Ford Performance and aftermarket throttle bodies. It is designed for manual transmissions as it does not have an output for an aspirator tube. A composite manifold, it still works well with forced induction. Stock Coyote fuel rails fit this manifold, and the short runners make it good to 7, rpm.
It is made for manual transmissions only as it does not have a provision for an aspirator tube. The elbow can be adapted for a mm round or oval dual-bore mm throttle body. Photo Courtesy Trick Flow Specialties. It has a crossover port design that gives it a lower height, which may help in some tight installations. Photo Courtesy Edelbrock Corp.
JPC Racing has an aluminum 4. This low-profile manifold eliminates the CMRC system and fits under low-profile hoods. It is also plumbed for most Ford factory equipment including EVAP and a vacuum port for power brakes. Trick Flow makes three intake manifold versions for the 4. Similar to the manifold used on the Bullitt engines, the elbow comes off the rear of the manifold rather than the center.
It is possible to run a carburetor on a modular engine; there are both low-profile and tall-ram manifolds. These manifolds can also be adapted to run central fuel injection metering and even multi-port fuel injection.
Edelbrock has a Victor Jr. PN is not machined for individual injectors and is machined for fuel rails. Aluminum construction makes it ideal for forced induction and nitrous. Sullivan Performance has developed a high-rise single-plane manifold to fit the 4.
These manifolds are optimized for use between 2, and 7,, and come with a standard Holley bolt pattern. They also come with plenty of material for mounting vacuum parts and nitrous ports, and come with or without fuel injector ports already machined. Bosses for fuel rails are cast in and they also work with aftermarket central fuel injection systems. Photo Courtesy Sullivan Performance Dr. DOHC has done extensive work with the early 4.
These manifolds can be configured in low or high profile, single or dual carburetor, and all kinds of custom touches. This early 4. Photo Courtesy Dr. It is possible to run Weber downdraft carburetors on the modular engines, and Dr. This engine is fitted with chrome stacks; all the standard Weber configurations air filters, ram tubes are available.
Check out the custom valvecovers on the 4. Probably the biggest advantage to the individual injection stacks is the fact that each port has its own throttle plate, and this can reduce the airflow losses associated with the bigger single or dual bore throttle bodies. Plus they just look fantastic. The downside to some of the systems is fitting the throttle-linkage-specific engine compartment configurations.
For the full-bore racing set, numerous manufacturers have developed a sheet-metal intake that can be designed for everything from old-fashioned GMC Roots blowers to modern fuel injection to tunnel rams with carburetors.
The Borla Induction stack injection system for the 5. The semi-cross ram allows for extra hood clearance, and the big mm throttle plates allow for huge airflow capabilities. The air horns, throttle bodies, and even the linkage is all CNC-machined from billet aluminum and has mounting points for high-capacity injectors and fuel rails.
The aluminum intake is fully flow-matched to the Coyote intake ports. Photo Courtesy Borla Induction. Kinsler now offers its race-proven fuel injection setups for 4. It is a three-piece design so the center can be changed for different deck heights and widths.
It can be fitted for EFI electronic injectors or old school mechanical constant-flow fuel injectors. The fuel rails can be mounted inboard or out, and the manifolds can also be custom-machined to fit other modular engine port specifications.
They can be made of magnesium on special order. Photo Courtesy Kinsler Fuel Injection. EFI Hardware in Australia has developed its own stack injection system for the 4. It comes fully or partially assembled with either street or full race throttle bodies, ram tubes in blue or black, and fuel rails. It is also machined for a special MAP sensor collector for speed density applications.
The plenum chamber underneath is designed for vacuum creation to run a brake booster and is connected to all eight throats to allow for electronic idle speed. Currently available for the 4. It is available in either black or silver anodized.
Photo Courtesy Holley. This Coyote manifold is full race with custom injector rails, front throttle body mount, and removable top for additional tuning. Photo Courtesy Modular Motorsports Racing. Any of the modular head and block combinations are possible.
This manifold is designed for a 4. BBK makes a one-piece high-flow elbow and throttle body for the — 4. The throttle body is available in or mm versions and comes in black or polished finish. It flows cfm more than stock and is compatible with throttle bodies up to 75 mm. Sullivan Performance sells an adapter that not only fits its manifolds, but it fits a Holley base pattern to convert to a Cobra dual-throttle body or a single Accufab throttle body. Photo Courtesy Sullivan Performance.
Most 2V manifolds used an intake elbow to direct the airflow to the manifold from one side of the engine compartment. The aftermarket designs have improved on the factory pieces and allow more combinations with the SOHC engines. Factory elbow design allows for cost and manufacturing concerns, noise reduction, and space restrictions, whereas aftermarket designs can concentrate on performance. Modular Motorsports Racing has several IMRC delete plates available to eliminate the restriction caused by the plate system in the vehicle.
They can be ported for maximum flow and are a direct replacement for the factory components. As with the pushrod small-block, more intake manifolds are available for the lower deck height engines than the taller engines.
Modular Motorsports Racing and Professional Products make adapter plates to retrofit a 5. Steeda and Modular Motorsports Racing make eliminator plates that remove these restrictions on high-horsepower engines and maintain factory intake manifold height and geometry.
Speed density systems use a similar setup without the MAF; instead, they use a manifold absolute pressure sensor or MAP. Some supercharged or turbocharged setups may use both.
The engine build determines the choice of components. The throttle body meters the amount of airflow into the engine by using a blade or blades to meter airflow. The throttle body needs to match the airflow requirements of the engine. If the throttle body is too big, the speed of the air coming into the engine is too slow and the engine loses horsepower and throttle response. Prior to Ford used a mechanical throttle cable to open the throttle body.
In Ford began using drive-by-wire on modular engines. This consisted of a sensor mounted on the accelerator pedal and an electric motor mounted on the throttle body. Ford has kept the connector fairly consistent, so swapping a pedal from different vehicles is not a big problem. See Chapter 6 for more information.
Some aftermarket PCM systems do not work with drive-by-wire and require a conversion back to a cable-style throttle body. Ford has used both single and dual-bore throttle bodies on its factory engines.
Why a particular style was chosen goes along with the overall engineering of the engine. Most of the supercharged engines have an oval dual-bore setup. While a large single-blade throttle body allows greater amounts of airflow, the engine can be sluggish at low RPM. One way to improve engine response is to have the same air volume run through two bores to increase the air velocity. At high RPM, the single-blade throttle body may move more air without the restriction between the bores.
A comparison of two Terminator throttle bodies, the stock mm dual on the left and an Accufab single blade on the right. The dual bore allows for more air velocity at low RPM, but is restrictive at high RPM due to the splitter between the bores. The single blade flows a considerable amount more as it opens, flowing cfm compared to the stock 1, cfm at WOT.
Ford Performance sells throttle bodies for both drive-by-wire and cable operations. Ford has adapters available to mount the throttle body to stock Coyote and Boss intakes, and reducers can be used to adapt it to stock 3.
FAST makes a throttle body for the Coyote engine when converting to a drive-by-cable configuration or when working with some aftermarket computer systems that do not support drive-by-wire. The mm bore is larger than the stock mm, and works well with both the stock intake or the Boss intake. BBK also has a full line of cable and drive-by-wire throttle bodies. Its Coyote TB comes in at 90 mm and comes with an adapter to mount to the factory intake manifolds.
They accept all factory parts and work with the factory tune depending on other modifications. Photo Courtesy BBK. The Intake Air Temperature IAT sensor works similar to the coolant temperature sensor: as the air heats up, it changes the resistance in the IAT and the computer can change the amount of fuel delivered to the engine. Later mass air systems integrated the IAT into the mass airflow meter. Both mass air and speed density systems use an IAT. The location of the IAT is usually close to the inlet of the air intake system.
Supercharged or turbocharged engines use a secondary IAT sensor mounted in the intake manifold to measure the temperature of the air after it has been compressed. When a supercharger or turbocharger compresses air, the air temperature is increased. An IAT sensor must have the correct resistance range for the PCM being used and should be mounted away from heat sources, such as the engine or radiator.
However, this is flirting with disaster. Granted, with the proper mods the 4. It is not worth putting 4v heads on a 2v motor. One difference between the non-PI and PI heads is the camshaft profile. The non-PI heads came with a camshaft profile of roughly. The valve duration at. If there are 13 or 14 cam cover bolts, it is a PI head. If there are 11 it is a NPI head.
If there are 13 bolt holes on the valve cover its a Windsor head. If it has 11 its a Romeo head. The net worth of all this stuff is around horsepower—over horsepower more than a stock 4. PI heads are PI heads regardless of what car they came from. Neal , PM. Senior Member. Begin typing your search term above and press enter to search. Press ESC to cancel. Ben Davis April 4, Can you replace a V6 engine with a V8 Mustang? Can I swap my V6 for a V8? What year did Ford put the 4.
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