Having finished Power Pack 2, we were ready to install the GT350 Intake Manifold and corresponding Calibration to complete Power Pack 3, and see how the torque curve changes and how much power it makes compared to Ford’s claims of 37hp and 5lb-ft of torque over stock.
With the cold air intake, throttle body, and fuel rails removed, Ken from Palm Beach Dyno unbolted the stock Mustang GT intake manifold and carefully lifted it out of the way.
With the stock intake manifold removed, we were able to take a detailed look at it compared to the GT350 intake manifold:
The first and obvious thing that sticks out is the black runners of the GT350 intake manifold (left) vs the grey runners of the stock Mustang GT manifold (right). Looking closer, the throttle body opening of the GT350 manifold is 7mm larger and the runners themselves are straighter and taller before making a tighter curve compared to the wider arc of the stock GT’s runners.
From behind, both manifolds utilize the vacuum-powered Charge Motion Control Valves (CMCV).
Looking at the bottom of the manifolds, the gasket of the GT350 manifold (left) follows the shape of the port much closer than the squared off gasket of the stock manifold (right).
Viewing the manifolds straight on, it’s apparent that the GT350’s runners (left) are mostly above the height of the throttle body, while the runners of the stock GT do not protrude as high.
Viewing the manifolds straight on when upside-down, the GT350’s plenum (left) does not sit as far down into the engine’s valley as the stock GT manifold (right). The increased air gap between the valley and the GT350’s plenum will likely see a reduction in heat soak and Air Intake Temps similarly to how Boss 302 & CobraJet manifolds have this benefit with their plenums very high above the engine.
Zooming in on the runners, the GT350’s manifold (left) has a much straighter runner than the stock GT (right) which immediately curves to a large, constant radius. When measured, the GT350’s total runner length is 1” shorter than stock, despite having a very straight runner inlet.
Page 1 – Power Packs
Page 2 – Baseline Dyno
Page 3 – K&N and Power Pack 1 Dynos
Page 4 – Power Pack 2 Install
Page 5 – Power Pack 2 Dynos
Page 6 – GT350 Intake Manifold Analysis
Page 7 – GT350 Intake Manifold Analysis & Install
Page 8 – Power Pack 3 Dynos
Page 9 – Thrust Analysis of PP3 vs PP2, and Bonus Dynos (M3 & GT350R)
Page 10 – Road Test Review and Overview