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Sullivan Performance Products Intake Strategy - Tower Of Power
High-Rise Airflow Is The Sullivan Intake's Strategy For 4.6 And 5.4 Modular Power
Horse Sense: The YZ and OW designations of these intakes reference Scott Sullivan's admiration of Yamaha dirt bikes and especially their original supercross star, Bob Hannah. If grasping for a Ford connection, Yamaha later built Ford's Taurus SHO engines, and Bob went on to race P-51 Mustangs in unlimited air racing.
Racers are a crafty lot, always ready to bend some raw material or the rulebook to reach their goals. But even with everything the modern race shop has to offer, there are still items few racers are willing to tackle on their own.
One example is an intake mani-fold, and in the Ford world, Four-Valve modular racers have been needing a no-excuses, high-rpm, big-power intake for years. Thanks to Scott Sullivan, their wait may be all but over.
Noting that racers are just as apt to run carburetion as fuel injection, Sullivan has taken a page from the single-plane carburetor manifold playbook and designed a high-rise, single-plane intake for modulars. It was penned for all-out naturally aspirated engines, or centrifugal supercharger pairings with high boost. Its native environment is therefore the dragstrip, but it could just as easily do duty on a road course.
Actually, a 5.4 version has been out since last summer, and now a 4.6 iteration is being released. Recently, we reported on Mike Tymensky's GT-block-based drag engine ("Exotic Displacement," Mar. 2005, p. 142) and its run in the nines using the 5.4
Sullivan intake and a carburetor. That ought to answer the first round of questions about the Sullivan intake's power potential.
En route to the SEMA show, we met with Scott Sullivan in his Las Vegas hometown where he filled us in on his unique modular induction. The basic concept is a single-plane lower, to which the racer can then add either a carburetor (or throttle-body injection system, we suppose) or a multiport
EFI system. If EFI is chosen, then the Sullivan throttle body adapter is fitted to the lower's carburetor pad. Sullivan fuel rails are also available.
Thanks to its high-rise profile, the Sullivan intake offers sweeping, low-restriction runners, a generous plenum volume, and clearly tons of airflow.
This is especially true of the 5.4 version, which was designed strictly as a race piece. The 4.6 intake is also aimed at the highest performance applications, but Scott said he didn't go quite as all-out with the casting, because he knew some folks would run his intake on street engines (where some cams and gearing help). We're sure all-out racers will hardly know the difference, as the piece is still clearly track-oriented and a carbide bit in a die grinder will port out any offensive aluminum.
In any case, Scott is quick to remind us that the 4.6 is a high-rpm intake only. Bolting this intake to a stock car is asking for a soggy bog of an engine. It's designed strictly with prepped engines in mind and ought to feel great on a hot Cobra with 4.10s in the pumpkin.
As noted, the 5.4 intake has been on the market for a while; the 4.6 ver-sion should be available by the time this magazine makes print. It will fit '99-and-later DOHC Cobra (tumble port) heads. The 5.4 version fits Navigator/ Cobra R heads.
The cost is the same with either intake. The lower intake is $599, while the throttle-body adapter is another $299, and fuel rails $179. That's a hefty $1,077 for all three pieces. Sullivan was working on a reduced-cost pack-age price at press time, but had not set the details. If it helps any, that price includes Allen-headed hardware for the throttle body adapter-to-lower and the lower-to-cylinder head interfaces.
While you're thinking it over, Sullivan says all factory accessories such as the TPS, IAC, and so on are supported. The finish is the natural, as-cast texture seen in the photos. If you decide to wait, expect to see more variations of these intakes, along with valve covers and other crafty modular engine accessories.
Small Company,Big Performance
It's a truism that some of the highest-performance parts don't come from the big parts manufacturers, but rather spring from the dedicated industry of rabid enthu-siasts looking to support cutting-edge racers. That describes Scott Sullivan and his growing line of innovative modular parts. A one-man band, Sullivan can occasionally be found at Las Vegas' CP Motorsports (Craig Robinson and Phil Brown) for shop and wrenching help, along with the tuning talents of Gil Navero as necessary. But in the end, it's Sullivan's vision and dedication that get these intakes to market.