Hey,
I'm putting together a presentation and I'm looking for volumetric flow rates for common 5.0 intake manifolds. Specifically, I'm looking for flow rate of the stock 5.0 intake manifold versus the 94-95 cobra intake. Any info would be greatly appreciated!
Steve
go to the forum tech section-been a lot of help to me
__________________
"Life is not a journey to the grave with intentions of arriving safely in a pretty well preserved body,but rather to skid in broadside,thoroughly used up,totally worn out and loudly proclaiming.....WOW!.....What a ride!
"As you grow older,don't slow down,speed up-there's less time left"--over 45 and just now realizing how much I don't know
The stock upper + lower flow in the 150-160cfm range. The stock GT40/Cobra/Explorer upper + lower flow in the 205-210 cfm range
There is an old 1996 Edelbrock test that can be found on this site that has the Explorer flowing 180cfm - that has been proven wrong many times over both on a dyno and flow benches.
__________________
Tom Moss
88 GT 5spd Vert 3:73s, Flowmaster catbacks, stock cam +4°, GT40P heads & 1.7 rockers, Jet-Hot coated MAC P headers, 97 Explorer intake, 65mm TB and 19# Explorer injectors. 277RWHP/330RWTQ
Also, possibly of some importance is the non parity exhibited by the stock manifold across all of the runners. While the Cobra maifolds still have this issue, if i remember correctly all of the runners are much closer in terms of volume and flow rates as compared to the stocker.
__________________
Cardinal Red '88 GT 5 speed, Cobra Upper/Lower, Dynomax complete Super-Turbo cat-back system, Turbo Coupe Rear 10" discs, 3:73 gears, SN95 Master Cylinder, Summit Racing adjustable proportioning valve, Spec Stage II kevlar clutch, steeda adjustable cable/quadrant, 73mm front calipers, P.A. Performance 130 amp alternator, 99 Contour Electric Dual Fans, Battery relocated, rebuilt 91 T-5, Mass Air conversion
When it comes down to it, the manifold that will make the most power is that with the highest cfm flow rate but also the smallest flow differential, that is, differnce in flow between runners. I've looked at alot of CFM ratings, dyno graphs and videos, well the videos were just for fun. I wouldn't suggest people put there money into typhoon intakes. The average flow differential is horrid. While it does flow more than stock, the castings are sometimes piss poor.
When it comes down to it, the manifold that will make the most power is that with the highest cfm flow rate but also the smallest flow differential, that is, differnce in flow between runners. I've looked at alot of CFM ratings, dyno graphs and videos, well the videos were just for fun. I wouldn't suggest people put there money into typhoon intakes. The average flow differential is horrid. While it does flow more than stock, the castings are sometimes piss poor.
Actually, the intake that will make the most AVERAGE power is the one that has the smallest cross section (high velocity to fill the cylinders) that will still fill the cylinders for the intended rpm range - and th cam plays into that. A Victor 5.0 intake will flow 270cfm and on a stock set of heads a ported stock intake would kill it, or, on AFR 165s, a Ported Cobra that flows 230-250cfm will kill the Victor in average power. You have to consider the heads, cam and intake together. I've ported some Typhoons that made great power and seen some make bvery good power in stock form. We can't race flow benches - but I do have a flow bench and use it as a tool all the time. It's just not THE definative tool.
__________________
Tom Moss
88 GT 5spd Vert 3:73s, Flowmaster catbacks, stock cam +4°, GT40P heads & 1.7 rockers, Jet-Hot coated MAC P headers, 97 Explorer intake, 65mm TB and 19# Explorer injectors. 277RWHP/330RWTQ
Flow Rate/ Volume Intake Comparison 
