Pic's of my EFI'd KB Wildcat "Cool Runner" intake...

Thanks Adam....I try and not moan & groan too much about my situation but sometimes I feel the need to share my (valid) excuse as to what can take me soooo long to get a project finished.

I too am looking forward to seeing how the AOD holds up. This one is built with as much as there are all the premium parts available at this time. It's rated at 1000+HP....we'll see. Chris says he has several 8-sec. Mustangs running the same and we are not talking trailered cars. These are driven to the track Chris told me.o No:

Here is a pic I promised you of the drilled bungs and the machined area at the rear driver's side of the intake....

 

Yep...up until just a few years ago that was ATI Procharger's "Big Daddy"...unitl the "F" series came along.:TU:

 

Here is another...the pic is a little better due to lighting but the injectors as still installed...

 

Howdy,

did you pick the KB Coolrunner because of its cast in bosses or something else?

Thanks,

 

Hey...:grin:

While the cast bosses were nice and convenient for my EFI installation they were only a small part of the reason for my selection of this manifold.

There are a few reasons why I chose this manifold....

1) Divorced runners....ie.."Air Gap" as per Edelbrock. NO hot oil hitting the bottom of the runners heating the incoming intake charge. (Think of single, double & triple pane windows...each addition "air gap" between each pane of glass is an insulator that slows down the progression of either heat or cold's conveyance!) Remember for every 10* reduction in intake charge temp you are looking at roughly a 1% overall increase in power output. To futher reduce transmitted radiant heat for the valley I also coating the bottom of the intake mainfold itself, this does help too. This can also play a big part in being a factor as far as detonation tolerance.:TU:

2) LOTS of meat to port....these are only cast to fit the "standard port" configuration. If going to a TE head or Stage 3 or 4 this intake can be made to work with those also. LOTS of work though raising the roof and filling the floors but well worth it. I'm sure that Charlie Evans will do it for any who would like to. He did my first one, as part of a trade, that got stolen a couple of years back along with my Stage 3 heads and other stuff.

3) The thermostat "channel" is also divorced from the intake runners...again reduction in intake temp. (detonation postponement again)

4) The additional chamber that exists below the plenum that can be used to pump ice water thru to further reduce intake charge temp too. (even more detonation resistance):Smarty:

Those are a few reasons I can think of at the moment...if I think of others I will add them also later. Hope that answers a few questions.

BTW...TA bought the rights to the KB Wildcat Cool Runner and it is now being sold by them as the "SPX". I believe Mike also has slightly modified the original design in the SPX but I do not have an SPX so I can make no comment regarding other than...I do know that the Cool Runner's carb flange is milled at 0* and that the SPX is milled at 5* for the carb's sake on a street car that originally has an engine-back tilt of 5*. This will then let the carb sit level when installed.

The Cool Runner was initially designed designed as a race manifold where usually a strip only car has had the engine repositioned lower and more level. If installed in a street car or "factory engine postion" car without re-milling then you have the problem of the carb running lean on the secondary side due to the fuel "leaning back" away from the jets, especially at launch.:TU:

 

Looking sharp! :TU: :TU: :TU:

- Freed

 

Thank ya Thank ya! :TU:

 

Very nice! :TU:

 

Q on position of injectors, do you aim them at all or are they just drilled straight with relation to the bosses on the manifold? If these are not aimed, is there a benefit if a person was able to add the bungs to another manifold - and have them aimed? Maybe at the face or stem of the valve?

 

On my manifold, I had someone else do all of the machining work - I didn't do it myself. (www.force-efi.com)

One of the advantages they claimed was their knowledge on injector placement. They said that they were very careful about determining optimal injector location. Whether this is true or BS, I can't say for sure.

-Bob Cunningham

 

If/When I do a twin turbo 455, I'm going to be going to Mass-Flo and have them do my intake. Call me weird but I pretty much refuse to run a speed density system unless its TBI or something hairbrained that won't work with a mass air flow like a reverse ported, twin turbo charged nailhead I'd like to build and put in a fat-fender or streetrod. I don't know if I'd try to run it off of a Ford computer or the GM system but I'm not going aftermarket unless its a Motec with mass air.

 

Hi Scott,

Mine are just drilled straight in. I really do not believe there is a big benefit to "aiming" the injectors in this application as the intake port is long enough that is not probably not possible. I will however, completely "unshroud" the injectors in the top of the ports to help with the "pattern". As it is, the injectors are about 1/4" or so up in the roof of the port. This WILL cause puddling problems if not addressed for sure due to fuel-mist build-up and then dripping into the port. From other makes I've seen, some intakes are machined/designed so that the injector is actually "aimed" by protruding into the head's portion of the intake port.

To my knowledge...the only worries with injector placement are just "de-atomization" or the fuel droplets "falling out of suspension" and "puddling". That alone can and usually will cause many other problems such as loss of fuel economy, torque production and very importantly if you are running for maximum compression with minimum octane, an increase of intake port charge temperature and detonation. You are also looking at "cylinder wash" (will ruin your piston rings due to the fuel "rinsing off" the ever-so-important lubrication on the cylinder walls), fouling plugs and so on to name a few...

...pretty much everything a partially clogged and "drippy" injector will cause.

Motec???:eek2: They are VERY pricey (to the tune of $10,000+ from what I've seen) and cater mostly to the Indy guys right?

 

Not just Indy, their big business is Aircraft which cannot tollerate falure and have multiple data channels to monitor to keep the motor happy. I just refuse to run Speed Density so I'm stuck with either Motec or a massage OEM piece.

 

Why?

-Bob Cunningham

 

Wow, thanks for this info Kerry, that is what I was looking for !!! :grin:

 

I don't like the computer guessing at how much air is entering the motor and the intollerance of the computer to minor changes. Most I think its because GM is the largest auto maker in the world and Ford is second and they both have used speed density along the way and switched back to Mass Air, got to be a good reason for that.