@@FXIIBeaver 02-05 explorer if you wanna go 2v. Aluminum WAP block way cheaper then the mustang engines. Just swapped one into my GT. Only differences are the intake, coolant crossover pipe under the intake, and the timing cover
@@Novagunner lmk how it goes ready to do the same have non pi motor getting pi heads for and a spare block for 150 gonna build the heads first then just junk the non pi ones
You're the man! I believe the 2v is beginning to get more attention in the car world. More people are building them and making good power. It's awesome you're able to show us all of these comparison videos. I believe the edelbrock will be useless until 6500rpm. I would definitely like to see it and the two trick flow manifolds back to back. Also would like to see if there is a difference between a normal pi intake and the Ford performance pi intake.
The Edelbrock is better than the Riechard intake manifold for power below 6k due to it having slightly longer runner length. The Riechard manifold is honestly shooting for 8k rpms up. Those short runner manifolds need a ton more volume than you can get out of most shelf plenums which leads to people going crazy with sheet metal rear feed intakes which are king in racing. I think having a proper upper plenum is everything on those victor Jrs which ultimately makes the swap pretty expensive. The two trickflow manifolds are both fantastic, but the track heat manifold is known for seeing a significant loss in low speed torque. I dont know if the power gains are worth the cost over a pi intake. Ive had both the Ford Racing PI intake and oem crown vic pi intakes and they are definitely the same piece. Ive been pulling $45 04-11 crown vic interceptor pi intakes to sell for years.
I don't care what engine you are testing on all the knowledge is cool I would like to see a test where an engine has no matching parts everything different that can be different Preferably A V8 engine
Unless you are running a top end screamer with ported heads/wild cams. Or better yet a centri blower or a larger turbocharger. I would stick with the PI intake.
Man, I am so glad I found this channel...This has eliminated hours of future internet forum searches for me in my long term goal of properly modifying/upgrading my 05' Interceptor! Great info presented in an easily digestible way, even for people who aren't nearly as mechanically inclined or lifelong "car guys". These videos get me excited about working on my car every time I watch them. Thanks Richard and please keep doing what your doing, this is a LOT of help!
The p51 manifold was only worth it if running boost. Aluminum so no worries for intake failure like factory, I am in the process if building a 327c.i. modular 2v. Running 195 trick flows 2v with even more blending/port polish work. 13.5 to 1 comp ratio (domed Pistons from gibtec) Molnar rods and eagle Crank (iirc on crank) Block is aluminum "cammer"/Tr50 road race block, big bore. Intake is designed and mostly built by me. Its a cross ram design and very similar to what you have here otherwise..... It should dyno 525 to 575fwhp. Would love to hit 600fwhp but at that point you start losing to much driveability with cam choices. Obviously cams are custom/proprietory. Will have a dual stage Nos setup. 125hp per stage.... Going in a 70 maverick. The front suspension is AJE SN95 based rear is custom 4 link designed/built by me. Ride tech air ride. 4r75w Transmission. Jasper Police unit. They come with billet clutch baskets upgrades extra clutches, shift kit etc.... I scored this for 600. I bought a police cruiser that was wrecked. The 8.8 and trans was all less than 1000 Miles. I sold the rear end and labor to install for 750.00 so I made money on this deal. The transmission was surprise when i looked up its serial number on jasper website. Though i may swap to the tremec 5 speed that just came out and sell this automatic. Not sure yet. Rear end is bolt together aluminium housing and aluminum 9 inch center section 4.11 gears. 9.5 rear rims 8 inch frt 275 40r17 nittos rear 23540r17 nittos frt. Carbon fiber cowl hood, custom grill and ram air system, custom frt and rear spoilers.... Holley ecm. Frt brakes are PBR cobras 13 inch rear are a crownvic/explorer set up I machined to work together. 11.3 inch vented rotors on explorer backing plates and crown vic calipers. Etc.... So much more Last car i build. So i am doing it my way. It's being built as an all arounder.... Corner, drag, show, but will never compete with fastest in any category.
I would like to see you test a coyote engine with the stock 2011-2014 intake and then the 2015-2017 intake and then the 2018-2021 with and without the charge motion control valve!
tldr: pi intake is the best choice for 99% of street 4.6 I do love intake comparisons (still wanna see where the 7.4 vortec manifold runs out of steam)
The P51 Foxlake would have shined better on a bigger cube 2V and better cams. Throwing a P51 Foxlake intake on a stock long block 2V wouldn't net that much, but my favorite design aspect is the cross-ram force filling of the cylinders above 3500rpms. I think it did the best out of all of them on a N/A setup.
What about 4.6L 3v? Are those good engines? Trying to find a cheap and simple way for my nephew to have an extra 75-100 HP and manual trans in his 10th gen F150.
3v are notorious for cam phaser issues. The explorer ones are supposed to be around 310hp. But, remember, a cheap 4v makes more than any of the others. Find an aviator 4.6 intech. Truck manifold on a 4v 4.6.
Can you do heat wrap vs no heat wrap. I just heard that it gives you more hp and thought no way or very minimal. No one seems to have any dyno numbers. Just temps.
Another great video. Love the 2V motor stuff which is what I'm interested n the most. Keep it coming. Unless your targeting a specific narrow RPM range, the PI intake is really hard to beat.
Muscle mustangs magazine did an intake manifold test on Ken Bjonnes high revving 4.6 2v, higher compression, ported heads, custom camshafts. Bullitt vs P51 vs XL-500. The Bullitt manifold is suffering from an undersized lower plenum. Hopefully a half inch spacer will fix that. Your dual inlet manifold proves the need for more available air. Only 10inch runner length with little lost in lower rpms, that’s amazing. Thank you for providing these videos...
I need to see that test! I have the bullitt and planing to go wilder n/a ... but not sure if i should not just let it stock and put a diy turbo kit on it..
These videos are freakin awesome for the community!! Obviously your everyday average joe doesn't have the money to test all these out. Videos like this let us balance our performance to price ratio. Keep em comin
Loving the 2v content! But you will show the same results with the rest of the manifolds as the previous ones. The eddy and any other after market manifold on the 2v will have to be taken above 7500 rpm to shine. Which you should do because your engine is built for it! They just love rpm with cams and a good intake they really wake up and have an even more lengthy power band. I hope to see you stretch one up to near 7800 in the next vid. Thanks for the 2v love Richard!
I had two 4.9 Caddys, a 95 Sedan DeVille and a 92 Eldorado. I always thought about swapping to a Northstar, but I would've just figured out a way to remote turbocharge the 4.9 before I did that. However, I have ALWAYS been interested in some performance testing on the 4.9, but there just isn't hardly any aftermarket support for it or the Northstar engines.
@@Brock_Landers I've had several 4.5, 4.9, an 4.6 Cadillac engines they are underestimated people dont give them the credit they deserve. They run extremely well
@@Francis_Castiglione depends on what years after 2005 they fixed the head problems. And alot of problems before that was owners fault. You cant mix regular antifreeze with DeX cool.
@@tenehaglendening9246 as usual in the BOP+C world the heads are the biggest cork. Given the other attributes of the engine (feather weight block, replaceable sleeves, compact size) I think a solid head package would make it into a potent small block beater. It would be best done with a bespoke intake to move the ports substantially and that would drive the price up. But I'm willing to bet it would be a screamer with just a new top end. And with an easy 100lb weight advantage over an ls1, probably a bit more with aluminum heads it wouldn't need to quite match or beat other small blocks to be worthwhile in many applications. I have pondered one for a Locost type build for years just because it weighs as much or less than most V6s while making an honest 250hp with a mild build and they make a very nice sound!
OK, include the GM 4.8 in the death match between the Ford 4.6 2v and the Chrysler 4.7 ohc. I'm going to be a curmudgeon here, but you really have to bleed Ford Blue to be enthusiastic about a 4.6 2v breaking 450 hp. A GM 4.8 will do that easily, and for less money. I look at the little 4.6 pistons, valves, ports, and runners and laugh a little bit inside: "yeah, right, that's a performance engine." Has to be a 3-valve or 4-valve, if you're ever going to make a Ford modular perform. Then you have the problem of buying four cams for the 4-valve. So by the process of elimination, the 3-valve is the best performance per dollar to be had in the Ford Modular world. (Just be sure to change the spark plugs regularly.)
Richard, I think your crew of regular watchers are becoming pretty good at reading an engine dyno and can more than likely put a combination together that would run way stronger then anything they put together prior to following you and your video's. This video is another one that drives the point home on intake design and what to expect after installing it. Thank you again and as always another great video! EDIT: I have to say that intake you came up with was no slouch either! Nice job.
that is the problem of my engine it is a Mexican version of a 2007 lobo(f150)4.6 2v pi electronic t.b and i am trying to making match @@richardholdener1727
I do appreciate your videos, all of your knowledge, all of the time spent making these but when it comes to a 4.6 two valve the best thing one could do is pull it and drop a coyote in it 😁
Richard do you run Kevlar Serpentine belts with these Super Chargers or regular rubber Serpentine belt? See that you & Engine Masters have issues with belt slip. I run them on customers cars with Pro Chargers. As a Fleet Tech our 2V CV police cars come factory with them. They don't stretch & they crack wear out. They last 5 - 10 times life of best rubber belts
My crown vic is older than 2005 and i am having issues finding people that can program it. Thinking of doin trickflow heads, intake, and throttle body, with kooks headers and exhaust kit. Any suggestions? Tryin to build a killer vic.
Not sure if you’ve ever done the none pi vs pi 4.6 2v comparison. But its a good junkyard story. Get both motors, compare them. Then take them apart and combine them.
I've been looking into getting a new intake manifold and have really looked into just making one where did you get the intake manifold flanges for the custom manifold?
Ok. One more test. P.I. Heads with truck intake, is it the 268 cams, single turbo? Or how about a sniper on the truck intake? Boosted with a hat? If there’s already a video close to that please direct me.
"Dead platform" there's 3 guys fighting back and forth running as recently as october all vying to set the 2v quarter record, they're up to 1800 horsepower. You could argue the 302/351 Windsor are dead too, or the 2jz since it hasn't been produced since before this engine went out of production.
@@DBSSTEELER what about old school hemis? And what about the 500+ guys that all run various 4.6 combos, or the multiple billions of 4.6/5.4 powered cars built from 1990 to around 2013? Or the 6.8s that were in production until 2019? Are they also dead? There's probably more of them being driven today than coyote powered cars
ITS NOT RESISTANCE-ITS A REFLECTED WAVE THAT HAS TO TRAVEL A DIFFERENT DISTANCE AND ARRIVE AT THE CHAMBER TO IMPROVE CYLINDER FILLING (SHORT RUNNER-THE WAVE ARRIVES QUICKER (LESS DISTANCE TO TRAVEL UP AND BACK)
@@richardholdener1727 could the resistance to flow be neglected completely? I mean, flow benches work with steady flow. I do not comprehend the wave pulse thing sufficient enough, but i do know that an longer pipe restricts flow more than a short one, and more mass of air has greater momentum.
Could you provide some info on the Reichard Racing intake? I have a 5.1 stroker kit with 278ex cams, p&p heads, 11.1 compression. I have the opportunity to get the RR intake, do you think it would make decent gains?
Maybe this question has been asked before, but why does the hp and torque always cross over at 5250 rpm. There must be some science there or something. Thanks.
Because the equation to calculate HP is: HP = Torque x rpm / 5252. So it's mathematical certainty that when rpm is 5252, the 5252 on the bottom cancels out, leaving the HP number equal to the torque number. The constant 5252 comes from the definition of a Horsepower as being 33,000 lb*ft of work / minute, which is then divided by 2*pi to convert degrees rotation into radians. 33,000 / (2*pi) = 5252. There will be a quiz on this in Richard's next video.
Check out Modular head shop they have cams for different stages. I would stick with something a bit hotter than the P.I. oem's unless you plan on dropping your final drive ratio or put in a higher stall converter stay away from long duration cams they kill off torque on the lower rpm band.
@@richardholdener1727 Can you show a plot of it open and closed? I'm in the middle of trying to make a divided intake manifold for a 2JZGTE swapped Tundra - I have the room, but since it's a 4 speed auto, and daily's the vehicle (tows too) we like low end torque, and a single turbo 2J does not provide much typically. I have experience with an LY7 (GM) 3.6 V6 in testing holding closed versus holding the plenum open and gutting out the manifold too. But the more data the better.
Love the 2v content. The Coyote killed any major interest in the old iron block 2v, but they are still reliable and cheap motors to make power with.
I am looking to do a 4.6L mod build. Just need to find the right host.
@@FXIIBeaver 02-05 explorer if you wanna go 2v. Aluminum WAP block way cheaper then the mustang engines. Just swapped one into my GT. Only differences are the intake, coolant crossover pipe under the intake, and the timing cover
@@robbymccool7213 really? I forgot explorers came with a 4.6L
@@FXIIBeaver yep. Only model that came with an aluminum 2v too. Oil pan and pickup is different from mustang as well tho
@@robbymccool7213 all that should be interchangeable right?
What have I learned today watching this video my P.I. intake really doesn't suck after all. Thanks for posting all the 2V content Richard.
yea! same, thinking it may be worth it to do a head job, port, cams and new springs instead to get the most out of the long runner length
@@Novagunner lmk how it goes ready to do the same have non pi motor getting pi heads for and a spare block for 150 gonna build the heads first then just junk the non pi ones
Some cool info
PI Runner Length - 17.5"
Bullet Runner Length - 15"
Trickflow Street Burner Runner Length - 13.3"
Trickflow Track Heat Runner Length - 11"
Edelbrock - 8"
Reichard Racing - 6"
nice info-thnx
You're the man! I believe the 2v is beginning to get more attention in the car world. More people are building them and making good power. It's awesome you're able to show us all of these comparison videos. I believe the edelbrock will be useless until 6500rpm. I would definitely like to see it and the two trick flow manifolds back to back. Also would like to see if there is a difference between a normal pi intake and the Ford performance pi intake.
The Edelbrock is better than the Riechard intake manifold for power below 6k due to it having slightly longer runner length. The Riechard manifold is honestly shooting for 8k rpms up. Those short runner manifolds need a ton more volume than you can get out of most shelf plenums which leads to people going crazy with sheet metal rear feed intakes which are king in racing. I think having a proper upper plenum is everything on those victor Jrs which ultimately makes the swap pretty expensive.
The two trickflow manifolds are both fantastic, but the track heat manifold is known for seeing a significant loss in low speed torque. I dont know if the power gains are worth the cost over a pi intake.
Ive had both the Ford Racing PI intake and oem crown vic pi intakes and they are definitely the same piece. Ive been pulling $45 04-11 crown vic interceptor pi intakes to sell for years.
I don't care what engine you are testing on all the knowledge is cool I would like to see a test where an engine has no matching parts everything different that can be different Preferably A V8 engine
Unless you are running a top end screamer with ported heads/wild cams. Or better yet a centri blower or a larger turbocharger. I would stick with the PI intake.
Man, I am so glad I found this channel...This has eliminated hours of future internet forum searches for me in my long term goal of properly modifying/upgrading my 05' Interceptor! Great info presented in an easily digestible way, even for people who aren't nearly as mechanically inclined or lifelong "car guys". These videos get me excited about working on my car every time I watch them.
Thanks Richard and please keep doing what your doing, this is a LOT of help!
The p51 manifold was only worth it if running boost. Aluminum so no worries for intake failure like factory,
I am in the process if building a 327c.i. modular 2v. Running 195 trick flows 2v with even more blending/port polish work. 13.5 to 1 comp ratio (domed Pistons from gibtec) Molnar rods and eagle Crank (iirc on crank)
Block is aluminum "cammer"/Tr50 road race block, big bore.
Intake is designed and mostly built by me. Its a cross ram design and very similar to what you have here otherwise.....
It should dyno 525 to 575fwhp. Would love to hit 600fwhp but at that point you start losing to much driveability with cam choices.
Obviously cams are custom/proprietory.
Will have a dual stage Nos setup. 125hp per stage....
Going in a 70 maverick. The front suspension is AJE SN95 based rear is custom 4 link designed/built by me. Ride tech air ride.
4r75w Transmission. Jasper Police unit. They come with billet clutch baskets upgrades extra clutches, shift kit etc....
I scored this for 600. I bought a police cruiser that was wrecked. The 8.8 and trans was all less than 1000 Miles. I sold the rear end and labor to install for 750.00 so I made money on this deal. The transmission was surprise when i looked up its serial number on jasper website. Though i may swap to the tremec 5 speed that just came out and sell this automatic. Not sure yet.
Rear end is bolt together aluminium housing and aluminum 9 inch center section 4.11 gears. 9.5 rear rims 8 inch frt 275 40r17 nittos rear 23540r17 nittos frt. Carbon fiber cowl hood, custom grill and ram air system, custom frt and rear spoilers.... Holley ecm.
Frt brakes are PBR cobras 13 inch rear are a crownvic/explorer set up I machined to work together. 11.3 inch vented rotors on explorer backing plates and crown vic calipers. Etc.... So much more
Last car i build. So i am doing it my way. It's being built as an all arounder.... Corner, drag, show, but will never compete with fastest in any category.
I would like to see you test a coyote engine with the stock 2011-2014 intake and then the 2015-2017 intake and then the 2018-2021 with and without the charge motion control valve!
tldr: pi intake is the best choice for 99% of street 4.6
I do love intake comparisons (still wanna see where the 7.4 vortec manifold runs out of steam)
The P51 Foxlake would have shined better on a bigger cube 2V and better cams. Throwing a P51 Foxlake intake on a stock long block 2V wouldn't net that much, but my favorite design aspect is the cross-ram force filling of the cylinders above 3500rpms. I think it did the best out of all of them on a N/A setup.
Double Throwdown! Love that term, I haven't heard it in years. It still rocks.
What about 4.6L 3v? Are those good engines? Trying to find a cheap and simple way for my nephew to have an extra 75-100 HP and manual trans in his 10th gen F150.
3v are notorious for cam phaser issues. The explorer ones are supposed to be around 310hp. But, remember, a cheap 4v makes more than any of the others. Find an aviator 4.6 intech. Truck manifold on a 4v 4.6.
Do some interwebs a guy made the s197 4.6 block work with pi top end out of a 04' 2V/ timing and front cover . Yf block ?
@@metalbob3335 No idea.
Would love to see tests on a dual runner intake manifold like what the Honda B18C1 (GS-R) has vs the aftermarket manifolds that are all single runner.
Can you do heat wrap vs no heat wrap. I just heard that it gives you more hp and thought no way or very minimal. No one seems to have any dyno numbers. Just temps.
Another great video. Love the 2V motor stuff which is what I'm interested n the most. Keep it coming. Unless your targeting a specific narrow RPM range, the PI intake is really hard to beat.
I was just reading today how the 787b Mazda used variable runner length itb's that adjusted with rpm. Wouldn't that be nice to have under the hood.
yes-F1 motors did that too until they were outlawed
Muscle mustangs magazine did an intake manifold test on Ken Bjonnes high revving 4.6 2v, higher compression, ported heads, custom camshafts. Bullitt vs P51 vs XL-500. The Bullitt manifold is suffering from an undersized lower plenum. Hopefully a half inch spacer will fix that. Your dual inlet manifold proves the need for more available air. Only 10inch runner length with little lost in lower rpms, that’s amazing. Thank you for providing these videos...
Where can I find this article? I guess i cant find this magazine on the net ?
I need to see that test! I have the bullitt and planing to go wilder n/a ... but not sure if i should not just let it stock and put a diy turbo kit on it..
These videos are freakin awesome for the community!! Obviously your everyday average joe doesn't have the money to test all these out. Videos like this let us balance our performance to price ratio. Keep em comin
Amen
Really appreciate the 4.6 2 valve coverage ...more more ...
Loving the 2v content! But you will show the same results with the rest of the manifolds as the previous ones. The eddy and any other after market manifold on the 2v will have to be taken above 7500 rpm to shine. Which you should do because your engine is built for it! They just love rpm with cams and a good intake they really wake up and have an even more lengthy power band. I hope to see you stretch one up to near 7800 in the next vid. Thanks for the 2v love Richard!
Hey Richard, which Trickflow manifold did you run? Was it a streetburner or the track heat? I hear both intakes vary quite a bit in power bands.
Can you do the typhoon intake !
R.H. ………...6.2 FORD THANKS ???????????
Another great video. Please keep the Ford 2V vids coming. Thanks for all your hard work!
Their is a nother trickflow intake street burner
Have you ever done a 4.9 or 4.6 Cadillac engines? I would love to see the results thanks
I had two 4.9 Caddys, a 95 Sedan DeVille and a 92 Eldorado. I always thought about swapping to a Northstar, but I would've just figured out a way to remote turbocharge the 4.9 before I did that. However, I have ALWAYS been interested in some performance testing on the 4.9, but there just isn't hardly any aftermarket support for it or the Northstar engines.
@@Brock_Landers I've had several 4.5, 4.9, an 4.6 Cadillac engines they are underestimated people dont give them the credit they deserve. They run extremely well
The 4.6 Northstar is a huge piece of junk.
@@Francis_Castiglione depends on what years after 2005 they fixed the head problems. And alot of problems before that was owners fault. You cant mix regular antifreeze with DeX cool.
@@tenehaglendening9246 as usual in the BOP+C world the heads are the biggest cork.
Given the other attributes of the engine (feather weight block, replaceable sleeves, compact size) I think a solid head package would make it into a potent small block beater.
It would be best done with a bespoke intake to move the ports substantially and that would drive the price up. But I'm willing to bet it would be a screamer with just a new top end.
And with an easy 100lb weight advantage over an ls1, probably a bit more with aluminum heads it wouldn't need to quite match or beat other small blocks to be worthwhile in many applications.
I have pondered one for a Locost type build for years just because it weighs as much or less than most V6s while making an honest 250hp with a mild build and they make a very nice sound!
OK, include the GM 4.8 in the death match between the Ford 4.6 2v and the Chrysler 4.7 ohc.
I'm going to be a curmudgeon here, but you really have to bleed Ford Blue to be enthusiastic about a 4.6 2v breaking 450 hp. A GM 4.8 will do that easily, and for less money. I look at the little 4.6 pistons, valves, ports, and runners and laugh a little bit inside: "yeah, right, that's a performance engine." Has to be a 3-valve or 4-valve, if you're ever going to make a Ford modular perform. Then you have the problem of buying four cams for the 4-valve. So by the process of elimination, the 3-valve is the best performance per dollar to be had in the Ford Modular world. (Just be sure to change the spark plugs regularly.)
I would like to see if the Professional Products Typhoon intake manifold gained anything compared to the Pi. They claim 20 hp...
Richard, I think your crew of regular watchers are becoming pretty good at reading an engine dyno and can more than likely put a combination together that would run way stronger then anything they put together prior to following you and your video's. This video is another one that drives the point home on intake design and what to expect after installing it.
Thank you again and as always another great video!
EDIT: I have to say that intake you came up with was no slouch either! Nice job.
2V just needs hella boost. Then it’ll get out of its own way😊
450 N/A makes for a party at 14 pounds!
I had a problem with a pi engine
I try to install a accufab t.b and elbow but my car it is electricall t.b and the accufab it is a wire t.b
I didn't think a 4.6l 2v ever came with a DBW tb
that is the problem of my engine
it is a Mexican version of a 2007 lobo(f150)4.6 2v pi electronic t.b and i am trying to making match @@richardholdener1727
Test the Victor Jr already!!! Boosted and NA with Todd Warren cams
I do appreciate your videos, all of your knowledge, all of the time spent making these but when it comes to a 4.6 two valve the best thing one could do is pull it and drop a coyote in it 😁
The victor jr intake does not fit the pi heads?
never tested one
Wish I had time to do shit like this
lol..
Richard do you run Kevlar Serpentine belts with these Super Chargers or regular rubber Serpentine belt? See that you & Engine Masters have issues with belt slip. I run them on customers cars with Pro Chargers. As a Fleet Tech our 2V CV police cars come factory with them. They don't stretch & they crack wear out. They last 5 - 10 times life of best rubber belts
not sure I have tried a kevlar belt
My crown vic is older than 2005 and i am having issues finding people that can program it. Thinking of doin trickflow heads, intake, and throttle body, with kooks headers and exhaust kit. Any suggestions? Tryin to build a killer vic.
I dont think a non PI motor is an option for me at the moment.
Take away boost the pi to just shy of 500hp.
boost the pi to over 500
@@richardholdener1727 ok, once I fix all the exhaust studs :)
Just make sure to add the Helicoils to the heads to keep the plugs from blowing out...lmao
@@Brock_Landers why? I've honestly never blown out a 4.6 2v. I have 2 sets of heads with over 200k miles each and the threads are fine.
Great info for this guy, thank you!
Very interesting video! Would it be possible to do a Trick Flow streetburner vs Edlebrock manifold on the 2v stroker combination?
which edelbrock? I don't have a 5.0l stroker 2V
I couldnt believe no Vic Jr when you had a P51 and Riechard!! Blasphemy for us performance per price guys, which i know you generally are.
it wasn't available when I did these tests
Not gm 👍
Welll my p-51 intake sucks....
Get the Edelbrock Victor Jr if you're heavily modded..lol
Not sure if you’ve ever done the none pi vs pi 4.6 2v comparison. But its a good junkyard story. Get both motors, compare them. Then take them apart and combine them.
I have done that hybrid
I've been looking into getting a new intake manifold and have really looked into just making one where did you get the intake manifold flanges for the custom manifold?
we cut up a stock one
We learned steve brule had more hair? At some point?
Very cool 😎 ! 👍
So u haven't mentioned the professional products typhoon intake is it junk? What about Edelbrock intake
have not tested those
Bullitt would shine on this combo at 7k rpm
What did we learn?
Despite everyone's best efforts. The 4.6L 2V is still a dog of a motor.
That PI combo made 96hp/liter na. Ken Bjonnes went 10s with similar power.
@@hondatech5000 For the same price, i can source a 6.0 lq4 as a gen 1 coyote
Mine has 295k, valve covers never been off. Runs smooth ever. Won't get you therein a hurry, but it will get you there.
the Trick Flow intake would be the best choice
Hello Richard. Thanks man!!!
Ok. One more test. P.I. Heads with truck intake, is it the 268 cams, single turbo? Or how about a sniper on the truck intake? Boosted with a hat? If there’s already a video close to that please direct me.
4.6l 2v sniper? I do have a stock PI with boost up
@@richardholdener1727 The sniper E.F.I. Isn’t it made by Holley? Would require welding a 4150 baseplate to the truck manifold.
Victor Jr!?
Meh.
It’s a dead platform so it’s all a moot point.
"Dead platform" there's 3 guys fighting back and forth running as recently as october all vying to set the 2v quarter record, they're up to 1800 horsepower. You could argue the 302/351 Windsor are dead too, or the 2jz since it hasn't been produced since before this engine went out of production.
@@Prestiged_peck
You are arguing exceptions trying to make then the rule.
Not dead if you have it in your car, and want to keep the car.
@@DBSSTEELER what about old school hemis? And what about the 500+ guys that all run various 4.6 combos, or the multiple billions of 4.6/5.4 powered cars built from 1990 to around 2013? Or the 6.8s that were in production until 2019? Are they also dead? There's probably more of them being driven today than coyote powered cars
So in conclusion:
long runner- more ram efect/torque down low,
short runner-less air friction/resistance up high.
Do i get this right?
ITS NOT RESISTANCE-ITS A REFLECTED WAVE THAT HAS TO TRAVEL A DIFFERENT DISTANCE AND ARRIVE AT THE CHAMBER TO IMPROVE CYLINDER FILLING (SHORT RUNNER-THE WAVE ARRIVES QUICKER (LESS DISTANCE TO TRAVEL UP AND BACK)
@@richardholdener1727 could the resistance to flow be neglected completely?
I mean, flow benches work with steady flow. I do not comprehend the wave pulse thing sufficient enough, but i do know that an longer pipe restricts flow more than a short one, and more mass of air has greater momentum.
I’d love to see an intake manifold test on a 429/460 ford. Dad is going back and forth on what to put on his 429 Torino cobra jet.
How about that, the PI manifold is a pretty good piece at rpms you'd actually run on the street.
But you forgot the Magnum PI intake manifold with the mustache.
The mustache is a special kind of air filter.
no mustache cooler than magnum
PI for the win again.
That’s cool
I want that dual plenum intake 🔥🔥🔥🔥🔥🔥
Could you provide some info on the Reichard Racing intake? I have a 5.1 stroker kit with 278ex cams, p&p heads, 11.1 compression. I have the opportunity to get the RR intake, do you think it would make decent gains?
it works at high rpm
Right on
What’s up?
Can we get a short vid of the 2v bullitt intake on a proper setup?
Maybe this question has been asked before, but why does the hp and torque always cross over at 5250 rpm. There must be some science there or something. Thanks.
Because the equation to calculate HP is: HP = Torque x rpm / 5252. So it's mathematical certainty that when rpm is 5252, the 5252 on the bottom cancels out, leaving the HP number equal to the torque number. The constant 5252 comes from the definition of a Horsepower as being 33,000 lb*ft of work / minute, which is then divided by 2*pi to convert degrees rotation into radians. 33,000 / (2*pi) = 5252. There will be a quiz on this in Richard's next video.
Oh, that make sense. I never thought about it that way. Thank you for the answer. 👍
For an even more detailed explanation check out Engineering Explained here on the YT, great answer
@@smokenchoken1736 thanks, will do.
@@smokenchoken1736 There is also a great explanation of how the Horsepower was defined in a Modern Marvels episode.
What cams would go good with a stock 4.6 triton engine auto trans
Check out Modular head shop they have cams for different stages. I would stick with something a bit hotter than the P.I. oem's unless you plan on dropping your final drive ratio or put in a higher stall converter stay away from long duration cams they kill off torque on the lower rpm band.
the comp 262 cams
Wish you tested the Super Richie divided versus as shown.
I did
@@richardholdener1727 Can you show a plot of it open and closed?
I'm in the middle of trying to make a divided intake manifold for a 2JZGTE swapped Tundra - I have the room, but since it's a 4 speed auto, and daily's the vehicle (tows too) we like low end torque, and a single turbo 2J does not provide much typically.
I have experience with an LY7 (GM) 3.6 V6 in testing holding closed versus holding the plenum open and gutting out the manifold too.
But the more data the better.
Great Video.. Thanks
I love all the 4.6L 2V stuff man, keep it coming!
When will we see more Gen 5 LT stuff
Stock 4.6 triton with 290,000 miles any idea on how to get it to go fast for relatively cheap
Nitrous is about the easiest and cheapest bang for the buck no pun intended but with 290K on your motor I'd just be happy its still chugging along.
Rebuild it.
Found on road dead
Fixed Or Repaired Daily
Dodge:
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Chevrolet:
Constantly having every vehicle recalled over lousy engineering techniques
C ock
H ungry
E ntitled
V iolent
Y ankees
@@bmacster1985
That's a good one.
Any mopar motors gonna happen ?? 318 la 🙏🏻
I'm looing for a 340
@@richardholdener1727 those are hard to find if you find one I cant wait for the awesome video keep up the good work 🤙🏻🤙🏻
Would love to see a 4.6 2v cam showdown
I compared all the Comp 2V cams