After undoing the coil packs, fuel line, and unbolting the manifold, it lifted right off the engine.
Comparing the stock Gen-1 intake manifold (left) to the new 2018+ Gen-3 manifold (right), there’s not much difference at first glance. Upon closer look, the runners of the new 2018 are thicker and taller than the Gen-1.
From the rear, the difference in shape of the runners are a little more obvious
The Gen-1 and Gen-2 intake manifolds (RED) are very similar in design. We can see the big difference of the 2018+ Gen-3 (BLUE) having taller runners that are shorter overall, due to the raised plenum deep in the “V” of the engine.
From underneath, we can see the shorter and slightly smaller plenum volume of the 2018+ Gen-3 (right).
The 2018+ manifold (right) bolts right up to all Coyote generations. The runner port is slightly larger than the Gen-1 (left).
Quick Reference:
Page 1 – Baseline Dyno
Page 2 – K&N Performance Air Intake System
Page 3 – K&N Intake Install
Page 4 – K&N Intake Dyno & 2018+ Intake Manifold
Page 5 – 2018+ Intake Manifold CMCV Delete and Stock Manifold Removal
Page 6 – Stock Gen 1 vs Gen 3 (2018+) Manifold Comparison
Page 7 – 2018+ Manifold Install
Page 8 – 2018+ Manifold Dyno & Tune
10 comments
Would it make sense to attempt a bit of port matching to accommodate for the larger ports on the manifold. It doesn’t appear to be a huge difference, but hitting that hard edge on the heads is definitely disturbing air flow.
I guess the big unanswered question is would the same tune time get you 400hp with the old manifold minus the torque loss. Doubt you would get a peak that matches, but the area under the curve might be more useful on a track car.
Stay tuned for Part 3 where we answer that question.
and here I was all excited to read about panhard bar benefits over watts link…
Stay tuned for the article that tackles the suspension.
Love it.
Awesome testing! Based on what I saw on Project S2000 with testing of the airbox lid on vs off, I mean, you and I know you’ll see similar on the Mustang. But it’s always great to see the real data, so I’m excited to see it! I always love seeing the data you present.
As much of a Mustang fan as I am, certainly a 4th gen F-body with a cam and exhaust is a cheaper ticket to 400whp.
I just looked into it and it doesn’t seem like a cam and exhaust can make 400whp on an F-body. Even if it does, this is “Budget 400whp TRACK CAR” and it would cost far more to make an F-body competent on road courses 😉
Great information,I can’t wait to see the third article.