i'd stick with the 8124 as well. according to ford muscle magazine article that intake paired with a 600cfm edelbrock carb is giving the best performance out of the box.
important bit: out of the box. once you tune who knows what the best idea is.

how about that?
barry grant 525cfm road demonremanufactured 332.00$!
http://www.jegs.com/i/Barry+Grant/13...VFE-R/10002/-1

weiand 8124K
http://www.jegs.com/i/Weiand/925/8124K/10002/-1#
200$ including all gaskets bolts etc ... ?!

should be good :-)

what's your budget as I didn't see a cheap combo on summit

 

So is the Stealth too much for a Mild 351w? with a performer plus cam and headers? Im thinking about running a 600cfm edl. carb.. I saw in summit that it was reccomended for the larger displacement motors 350cid and higher..

 

These are what I found at Summit. There are a couple others under Intake/Carb combos heading.
Basically, pay for the intake and carb and get the gaskets, studs, air cleaner... for free.


http://store.summitracing.com/partde...8&autoview=sku
(Holley carb)
or

http://store.summitracing.com/partde...=128&N=700+115
Edelbrock carb

The guy who will help with the install seems partial to Edelbrock, so that counts for something.

 

Yes, the Stealth is too much. There's no sense in running an intake that breathes better at high rpm if the cam and heads won't let the engine do that breathing. Intakes, like every other part of the package are some measure of trade off between low and high rpm power, but EVERYTHING in the engine package has to be matched for that trade off, like a chain an engine is only as strong as the weakest link.

 

The concept "intake is too much" almost seems like voodoo science to me. What would be the symptom of having an intake that flows too good compared to the rest of the engine?? (besides making your wallet a little thinner)

 

the best description i heard is try to drink from a glass with a straw that is 6 inch diameter. your engine will feel the same

 

It has to do with both intake charge pulses and vacuum signal to the carb.

Longer, smaller runners with a small plenum better time the intake pulses at low rpm's to help improve low end torque. They also provide better vacuum signal to the carb baseplate, improving throttle response and fuel atomization. Stock intakes are set up like this to maximize driveability, which usually means low-end torque and throttle response.

Shorter, larger runners with a large plenum allow the intake to flow more air at higher rpm's for better peak power, but the increase in runner volume results in poor intake pulses and poor vacuum signal to the carb baseplate at low rpm's. High rpm race engines will run funnel web intakes and the like because they spend most of their time at high enough rpm's to suck enough air through the intake to make use of the huge port runner volume.

Basically, there's one ideal configuration for runner length and diameter for any specific engine speed. Change the rpm, the ideal runner configuration is going to change. Many modern cars come with variable intake runner designs to optimize performance at both low and high rpm.

 

I disagree, I ran an 8020 with my mild 289, mild comps 268H cam stock bottom end and ****ty 2.79 peg leg, and just under 300hp with 10/1 compression. I could still smoke the tires so the stealth being to much is farce. Now if you bolted it onto a 260 put a 4 barrel to 2 barrel adapter and ran a stock 2 barrel autolite then yea maybe its to much. Doesnt mean it is the ideal intake but with the recommended rpm range from idle to 6800 rpms that intake will allow many modifications to a motor without needing change. he stealth would be great for a mild 351.

The air gap is a very nice intake and a step above the stealth, it will flow better up top.

the problem is who ever sticks with the same setup for 15 years? Most get the HP bug and continue until the money runs out, so they always want the best bang for there buck and will do good in the long haul. Most start with a intake carb upgrade, then move to exhaust and headers. After that they might do heads or cam and then it turns into the entire motor.

 

It affects velocity as well. You move the same amount of air through a larger opening(bigger runners) and the velocity drops off, less velocity means the charge has less inertia to get into the cylinders with, volumetric efficiency drops off and power along with it. There's a reason that n/a drag cars run tunnel rams and stock carb'd cars run low rise dual planes.

It's not a matter of which intake flows better, it's a matter of which intake will fill the cylinder better within a given rpm range.

 

And just cuz you can get a car to spin the tires, doesn't mean it's making more power. 99% of the seat of the pants type feelings and gauging ends up being wrong.