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Ford Performance EFI Intake UpgradesAdd Power To Your Engine With An Anderson Ford Motorsport EFI Hurricane Intake From the August, 2009 issue of Modified Mustangs & Fords By Wayne Cook Photography by Anderson Ford Motorsport
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Tech | Intake Upgrades
The Ford performance experts at Anderson Ford Motorsport have introduced a new EFI intake manifold for short deck small-block Ford engines based on the Professional Products Hurricane, and it's called the Anderson/EFI Hurricane. Anderson Ford-Mercury is one of the oldest Ford Dealerships in the United States and its Anderson Ford Motorsport (AFM) division specializes in the creation of performance products for fuel-injected Ford vehicles. They have a reputation for solid engineering designs which are evaluated by rigorous testing on both the Super Flow SF1200 flow bench and on the in-house DynoJet chassis dynamometer. The new EFI Hurricane intake manifold is intended for use with aftermarket cylinder heads as part of a serious performance package and is capable of supporting up to 7,500 rpm. The first car chosen belongs... The first car chosen belongs to Brant Obermeyer. His '93 LX coupe is a factory air conditioning-delete car powered by a DSS 306ci short block topped with stock Trick Flow heads. Induction hardware included a Professional Products Typhoon intake manifold set, a 75mm throttle body, and an 80mm Pro-M mass air meter. The engine is equipped with an Anderson N-71 Hi-Rev cam and Anderson Power Pipe, while fuel delivery is accomplished by 30-lb/hr injectors. The ignition system comes from Mallory. Underneath the car, exhaust equipment includes Bassani 1 5/8- to 1-inch long-tube step headers with 2-inch exhaust and Bassani mufflers. The rest of the powertrain includes a T-5 transmission and an 8.8-inch axle with 4.57 gears. When the car was baselined at AFM in West Clinton, Illinois, the following results were recorded. The intake port dimensions at the cylinder head are 1.90x1.08 with enough material present to enlarge the ports to 2.10x1.25 if you're handy with a grinder. The manifold features a rear water crossover passageway along with four corner-tapped water ports. On top of offering enhanced performance, the new intake really cleans up the top of your engine for that short-runner race car look with an EFI elbow. The intake is part number PKAF-70213 and costs $791.98. The complete fuel rail kit consists of the rails, mounting brackets, crossover connection, AN braided hose assembly, and fuel pressure regulator and fittings for OE-style inlet and return lines. The part number for the rail kit is PP-10607 and the cost is $220.28 (if you have your own manifold to convert). To evaluate the effectiveness of the new EFI Hurricane intake in a real-world situation, AFM decided to test the manifold on two different 5.0L-powered Fox Mustangs--one, a normally aspirated car, while the other was supercharged. Join us out at AFM where we'll put both cars on the rollers and see how the new EFI Hurricane compares to a more conventionally configured long-runner EFI intake manifold in both normally aspirated and supercharged applications. | RPM | HP | TQ | | 3,200 | 182.73 | 299.92 | | 3,400 | 193.13 | 298.33 | | 3,600 | 209.32 | 305.37 | | 3,800 | 227.61 | 314.58 | | 4,000 | 241.64 | 317.29 | | 4,200 | 250.59 | 313.36 | | 4,400 | 261.32 | 311.92 | | 4,600 | 277.11 | 316.39 | | 4,800 | 294.21 | 322.54 | | 5,000 | 305.35 | 320.75 | | 5,200 | 314.39 | 317.54 | | 5,400 | 321.94 | 313.13 | | 5,600 | 326.05 | 305.80 | | 5,800 | 328.59 | 297.52 | | 6,000 | 325.68 | 285.09 | | 6,200 | 317.60 | 269.05 | | 6,400 | 307.33 | 252.22 |  Next, the Hurricane intake...  Next, the Hurricane intake installation began. Here, the intake is being prepared for the ACT (air change temperature) sensor. Shipping manifolds will not have the ACT sensor hole pre-drilled and tapped for the customer. This is one step you'll have to perform yourself. AFM leaves the location up to the end user, though the preferred location is shown here in the No. 5 intake runner. Once the sensor was installed, the rest of the Anderson fuel system parts, including the fuel rails, crossover line, and pressure regulator were fitted using the Mustang's existing injectors.  Here's the completed EFI Hurricane...  Here's the completed EFI Hurricane intake installation. Back on the rollers, Brandt's car recorded the following numbers. | RPM | HP | TQ | | 2,600 | 121.53 | 245.50 | | 2,800 | 139.62 | 261.88 | | 3,000 | 157.94 | 276.50 | | 3,200 | 174.16 | 285.84 | | 3,400 | 186.45 | 288.01 | | 3,600 | 198.13 | 289.06 | | 3,800 | 213.44 | 295.00 | | 4,000 | 227.41 | 298.59 | | 4,200 | 240.48 | 300.72 | | 4,400 | 254.95 | 304.33 | | 4,600 | 271.96 | 310.50 | | 4,800 | 290.21 | 317.54 | | 5,000 | 305.03 | 320.41 | | 5,200 | 318.57 | 321.77 | | 5,400 | 331.95 | 323.34 | | 5,600 | 340.78 | 319.61 | | 5,800 | 347.32 | 314.51 | | 6,000 | 354.70 | 310.49 | | 6,200 | 356.48 | 301.99 | | 6,400 | 357.82 | 292.98 | | 6,600 | 354.64 | 282.23 | | 6,800 | 349.95 | 270.29 | | RPM | HP | TQ | | 3,200 | 213.99 | 351.22 | | 3,400 | 244.59 | 377.79 | | 3,600 | 272.79 | 397.96 | | 3,800 | 302.89 | 418.62 | | 4,000 | 335.55 | 440.57 | | 4,200 | 366.63 | 458.45 | | 4,400 | 387.12 | 462.10 | | 4,600 | 406.69 | 464.34 | | 4,800 | 429.79 | 470.26 | | 5,000 | 449.07 | 471.72 | | 5,200 | 462.74 | 467.39 | | 5,400 | 472.60 | 459.66 | | 5,600 | 488.97 | 458.59 | | 5,800 | 494.63 | 447.93 | | 6,000 | 504.53 | 440.32 | | 6,200 | 498.27 | 422.11 |  This dyno sheet shows both...  This dyno sheet shows both pulls and graphically illustrates the horsepower gains. The EFI Hurricane intake was good for a 29.23 horsepower improvement, while the torque factor was up by 0.80 lb/ft. With all else being equal, the EFI Hurricane intake alone is worth a considerable amount of horsepower.  The car selected for the supercharged...  The car selected for the supercharged aspect of the Hurricane intake dyno test is owned by Chad Kolakowski. This car is a '93 LX hatch with a stock short-block. This underhood shot of Chad's car before the EFI Hurricane intake installation shows the Professional Products Typhoon intake, which was also used to baseline Brant's car. The engine has an Anderson Stage II SQ-Trim Supercharger kit. The kit uses a Vortech centrifugal supercharger creating 14 pounds of boost. Backing up the blower are a 75mm throttle body and a 90mm mass air meter. Fuel delivery is achieved with 55-lb/hr injectors. The engine has an Anderson B-31hr Hi-Rev cam and Mallory ignition. Exhaust is vented through Bassani shorty headers with a 2-inch cross-pipe exhaust system, and 2-inch Bassani mufflers. The rest of the powertrain consists of a T-5 transmission and an 8.8-inch axle with 3.73 gears. When baselined at Anderson the car put down the following numbers.  Here's the completed installation...  Here's the completed installation of both the EFI Hurricane intake and the fuel rail kit. This photo shows what we mean by a cleaned up and all-business look. It screams race car, but is very much a streetable bolt-on induction system that connects directly to factory fuel rails and EFI wiring. After prepping the EFI Hurricane... After prepping the EFI Hurricane intake with all of the rails and injectors, here it's shown going into place on the supercharged engine. Use Fel-Pro 1250 intake gaskets or Professional Products 54600 for the installation. | RPM | HP | TQ | | 2,600 | 146.28 | 295.49 | | 2,800 | 166.35 | 312.03 | | 3,000 | 182.06 | 318.73 | | 3,200 | 204.99 | 336.44 | | 3,400 | 224.40 | 346.64 | | 3,600 | 252.00 | 367.64 | | 3,800 | 284.44 | 393.12 | | 4,000 | 315.53 | 414.31 | | 4,200 | 344.26 | 430.49 | | 4,400 | 368.81 | 440.25 | | 4,600 | 394.40 | 450.30 | | 4,800 | 419.07 | 458.55 | | 5,000 | 443.68 | 466.05 | | 5,200 | 458.91 | 463.51 | | 5,400 | 471.17 | 458.27 | | 5,600 | 483.30 | 453.28 | | 5,800 | 491.49 | 445.08 | | 6,000 | 504.03 | 437.20 | | 6,200 | 491.73 | 416.56 | | 6,400 | 482.19 | 395.71 |  With Chad's car on the dyno...  With Chad's car on the dyno and the EFI Hurricane intake installed, the supercharged engine made the following numbers on the AFM DynoJet.  This dyno sheet shows both...  This dyno sheet shows both pulls on Chad's supercharged Mustang. The car made almost exactly the same horsepower and torque readings as before the intake manifold exchange. Because the engine is running at 14 pounds of boost we weren't too surprised that there was little improvement as the result of a manifold swap. On this engine combination we would anticipate the power ratings to closely follow the boost level and inlet temperatures and design improvement nuances in the intake manifold that would shine under normally aspirated circumstances are overshadowed by the seriously compressed air. The EFI Hurricane intake is capable of supporting up to 7,500 rpm and with the peak power coming at 6,000 rpm it seems clear that the intake manifold was not the limiting factor on the supercharged application.
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