FRPP's new high-performance...
FRPP's new high-performance intake for the Three-Valve is designed to complement other S197 performance parts in FRPP's catalog, including its ported heads, Hot Rod cams, and throttle body. We tested the intake manifold (PN M-9424-463V), throttle body (PN M-9926-3V), Hot Rod cams (PN M-6550-3V), Stage 1 CNC-ported cylinder heads (PN M-6049-N3VPA, M-6050-N3VPA), and Stage 3 CNC-ported cylinder heads (M-6049-463VP3, M-6050-463VP3).
The anticipation of Ford Racing Performance Parts' (FRPP) new Three-Valve intake manifold has been huge, to say the least. When rumors first started about it, a buzz quickly grew on the Internet and in performance shops; racers and enthusiasts couldn't wait to get their hands on it. Well, it's finally here!
Wanting to test Ford Racing's newest induction upgrade, on a number of different combinations, we headed to Livernois Motorsports in Dearborn Heights, Michigan, for a closer look and to put the new FRPP Three-Valve intake manifold through its paces.
"The Ford Racing intake gives you more plenum volume with shorter intake runners," explains Jesse Kershaw of Ford Racing. "The stock intake has about a 14-inch runner; the new intake's runners are 9.5 inches. The stock intake is also designed to have very low NVH, so when we (Ford Racing) design an aftermarket unit, we don't have to worry about noise levels."
The first test was a baseline...
The first test was a baseline run with a seasoned stock Three-Valve 4.6L. The only upgrade was the twin 62mm FRPP throttle body, which we used with every combination for our tests. The stock mod mill pumped out 359 hp and 352 lb-ft of torque.
FRPP's Three-Valve intake manifold is designed to fit the '05-'10 4.6L Three-Valve engine. It's constructed from the same composite material as the stock intake manifold, and takes advantage of the weight savings and heat dissipation offered by the plastic material. The composite material is 30-percent glass filled PA6, commonly referred to as Nylon, which Dupont owns.
"Another advantage of the Ford Racing intake is the composite construction," Kershaw adds. "When underhood temperatures go up, an aluminum intake will become heat-soaked, and you lose horsepower and torque.
"The composite material used in the Ford Racing intake will not be affected the same way an aluminum intake will, so horsepower and torque are much more repeatable. The composite intake generally weighs half as much as most aluminum intakes."
For the second test, Livernois...
For the second test, Livernois Motorsports' engine builder Bruce Martin removed the stock intake and installed the FRPP Three-Valve intake. The FRPP intake helped the otherwise-stock mill produce 366 hp, but peak torque dropped slightly to 349.7. Even though the stock intake produced higher peak torque numbers, the Ford Racing intake showed torque increases above 5,000 rpm.
A common misconception with composite intakes is the ability to stand up to boost. According to Kershaw, Ford Racing tested the Three-Valve intake to 2.5 bar pressure, or roughly 35 psi, and after some ballooning in the early development phases, the intake manifold has specific reinforced areas, which allow for extremely high boost levels.
Even above this the manifold will not burst. Instead, the gasket is designed to bleed off the boost and re-seal as the boost level drops. One could theoretically RTV the manifold together eliminating this "blow off" safety, but at over 30 psi, a dedicated sheet metal manifold might be a safer option.
To get our test underway, Dan Millen of Livernois Motorsports bolted a stock Three-Valve 4.6L to the engine dyno. Eight combinations were tested to see how well the intake manifold performed on a stock motor, as well as tests with a set of Ford Racing's Hot Rod cams and multiple levels of ported Three-Valve cylinder heads, also from Ford Racing.
|Stock||Stage 1 (N3VPA)||Stage 3 (463VP3)|
|Combustion Chamber||51 cc||53 cc||48 cc|
|Intake Runner Volume||174 cc||202 cc||214 cc|
|Exhaust Runner Volume||62 cc||73 cc||73 cc|
|Intake Valve Diameter||34 mm||34 mm||35 mm|
|Exhaust Valve Diameter||37.5 mm||37.5 mm||38.5 mm|
|Intake Flow at 0.600 Lift||223 cfm||272 cfm||291 cfm|
|Exhaust Flow at 0.600 Lift||153 cfm||190 cfm (No pipe)||191 cfm (No pipe)|
Martin then removed the valve...
Martin then removed the valve covers and swapped the stock cams for Ford Racing's Hot Rod camshafts. The stock cams measure 11 mm, or 0.433-inch lift with 177/199 duration at 0.050 respectively, while the Hot Rod cams measure 12 mm, or 0.472-inch lift with 221/240 duration at 0.050.....
....The addition of the larger...
....The addition of the larger cams helped our Three-Valve jump to 400.3 hp and 360.4 lb-ft of torque at the peak. "You really see the advantage of the intake once the Hot Rod cams are installed," Kershaw adds. "Once you get into ported heads and the Hot Rod cams, the stock intake becomes the restriction, as you can see in the horsepower numbers."
For the next test, Martin...
For the next test, Martin swapped the stock cylinder heads for Ford Racing's Stage 1 CNC-ported heads. These heads offer a 20-percent increase of intake flow and a 30-percent increase of exhaust flow over the stock heads. The Ford Racing intake manifold was bolted back on, but the stock camshafts will handle the valve actuation for this test. Once the engine was bolted back together, the new combination pumped out 391.2 hp and 359.5 lb-ft of torque. Next, Martin swapped the Hot Rod cams back in and reinstalled the stock intake. This resulted in 390.9 hp and 364.8 lb-ft of torque.
To complete the test with...
To complete the test with Ford Racing's Stage I heads, Martin swapped the stock intake manifold for the FRPP replacement and ran the dyno again. The combination of the Hot Rod cams, Stage 1 cylinder heads, and Ford Racing intake produced a stout 423.2 hp and 362.4 lb-ft of torque. This would be a great naturally aspirated combination for any daily-driven S197, but we aren't finished!
Ford Racing sent us its Stage...
Ford Racing sent us its Stage 3 CNC-ported cylinder heads, which we also tested. These heads feature larger valves (35mm intake/38.5mm exhaust) for an increase in flow over the Stage 1 CNC-ported heads that we previously tested. The Stage 3 heads flow 291 cfm at 0.600-inch lift on the intake side and 191 cfm at 0.600-inch life on the exhaust side. Stock heads come with 34mm intake valves and 37.5mm exhaust valves, and flow 223 cfm at 0.600-inch lift on the intake side and 153 cfm at 0.600-inch lift through the exhaust valves. With the Hot Rod cams and the Stage 3 heads installed, Martin bolted the stock intake manifold on for our first test with the larger cylinder heads. When the pull was over, we were very happy to see 404.2 hp and 362.4 lb-ft of torque.
To finish out our testing,...
To finish out our testing, Martin bolted the Ford Racing intake manifold back onto our test mule. The final combination of the Ford Racing Three-Valve intake manifold, Hot Rod cams, and Stage 3 CNC-ported cylinder heads produced 431.6 hp and 365.3 lb-ft of torque. When we started, the stock Three-Valve made 359 flywheel horsepower. In fully modded form, the engine made 430 flywheel horsepower for a gain of 80 horsepower. Not bad for an intake manifold that costs around $550!