MR BACKHAND

good evening or morning
i have a 2003 mustang gt with flowmaster 40s a cold air intake and a diablo tuner.
my car just turned 70k and the dreaded intake manifold started to leak coolant.
so i am worried about buying another plastic intake. i have about 800$ to spend for a new intake manifold, throttle body etc. i plan on keeping this car until im dead or? i will be doing all of the work myself.

what would be my best options? i have looked into the victory jr intake with a 70 mm throttle body plenum and fuel rails which would put me around the 800 range.
what would you do?

i put around 100 miles a month on my mustang so its not my daily driver but i do need it to be reliable.

thanks everybody for making this a great site

school boy

the factory intake is still the best for you on a stock engine. the composite stays cooler than the aluninum intakes and flows very well on stock engines. the eddy vic jr is a nice peice but unless youre reving it to 7000+ rpms or using forced induction, the eddy will gain little to nothing.
on the tb and plenum, this isnt a must but will gain a few ponies and there will be no reliability issues

Seabee1993

Actually there's another recent thread about intakes and the OP was asking about the eddy Vic jr, and cliffyk discussed a loss of 20hp.

school boy

i must have missed that one. i have seen power lost in the lower rpms but not that much.

cliffyk

This is the thread...

Seabee1993

Sorry cliffy, wasn't trying to misquote you. Just wanted to put this guy in the right direction.

cliffyk

No problem, we are all here to learn as much about this stuff as we can.

The Victor Jr. is for applications where the intake manifold is just a pipe to connect a carburetor or throttle body EFI a fuel/air mixture to the head's intake port--I.e. NOT for any n/a build.

It is somewhat counter-intuitive however the intake design on a boosted engine, where air and sometimes air/fuel is being forcibly pushed into the engine is, of much less importance than on a multi-port EFI n/a engine where optimal intake design involves dealing with a stream of air pulses over a broad range of pulse frequencies--on a V8 from 50 to 450 Hz...