efi

I will be using it, but it will take some slight milling to fit under the stock engine screen. There is a guy who modified a 351W base to work with his Cleveland, and he milled the intake upper and lower 6mm (1/4" approx).
The new Cleveland specific base will probably require the same. It allows one to use the cheap 5.0 Mustang style throttle body...

Corey

I looked into putting the TFS intake in my 72. I haven't actually seen the intake in person, but TFS was kind enough to send me a 3d model of it for my electronic mock-up. My biggest concern about the intake was the possible interference between the intake and the deck lid. It looks as if with about 1/4" of machining between the upper and lower intake manifold, the TFS intake should fit. I must note that I did not check for any possible interferences between the intake manifold and the firewall.

The intake will sit above the engine cover about 1-3/4 inches in the intake's highest section. The inlet side of the intake must face the passenger side as well because of the possibility of the the deck lid clearance. (the intake is not symmetric)

Since my car already had the engine cover cutout for an oval air cleaner, I've decided to skip the TFS R-series intake and go with the TFS Track Heat and have it modified for fuel injection. The TFS Box R intake would have met my power goals better, but it's just too big.

A top view of the TFS Rseries.

Were you talking about the above mentioned intake or the new single plane carb intake that has the injector bungs already cast into the manifold?

You would have to machine the bungs for the injectors and use a "carb" style throttle body though.

Just wanted to be clear since I think both of them came out last year.

I figured I had four choices for an intake manifold.
1. TFS R-series
2. TFS Box-R
3. RPM Air Gap dual plane
4. TFS Track Heat

1. I decided against the TFS R-series because of the added machining work as well as the chassis dyno curve from this build.
http://www.mustang50magazine.c..._dream/photo_14.html
The dyno sheet makes it look like the R-series intake is really limiting the top end on that 408 Clevor but it could be something else I suppose. I'm comparing that build to this one that uses the RPM Air Gap on an engine dyno.

2. TFS Box R had great recommendations from TFS for a 351c build but the upper manifold looks like it will require machining of the rear deck to get it to fit.

3. RPM Air Gap dual plane manifold looks to be a good manifold if I was staying carbureted, but since I’ll be injecting the fuel at the outlet of the manifold, the dual plane really doesn’t do much and that I should go with a single plane manifold for FI, at least that’s what I’ve heard. The RPM Air Gap power looks very appealing in this build which I am trying to replicate with a 357c. http://www.mustangandfords.com...engine/photo_21.html

4. TFS Track Heat single plane will bolt directly to my TFS heads and shouldn’t require much for port matching if any. It already has the injector bosses cast into the manifold.

So, since the dedicated EFI manifolds were out as well as the dual plane manifolds, I decided to go with the Track Heat carb style manifold and have Kevin Thompson adapt it for efi. I haven't heard much on the TFS Track Heat manifold I went with. Converting to EFI is a pain, but swapping manifolds is easy, so in the future, if something better comes along, I'll use it.

I want to share a few things I've learned since this thread on 351 Clevelands and the TFS EFI parts from my blog:

1. The Box-R intake appears to be much better suited to a 450 HP+ Cleveland. TFS confirmed to me that the Box-R intake is 12-3/4" tall as delivered and not 12" tall as listed in their 2011 catalog. 5/8" can be milled off the spacer between lower and upper intakes, and 1/4" can be milled off the lower intake. So, you can get the intake down to about 11-7/8" tall. Dan Jones ran a quick simulation of the standard R intakes for me and found that it restricts the power for such an engine.

2. The Track Heat intake for the 351C and Clevor setups is cast the same for both engines. The manifold is then machined to fit the 9.2" deck and different block rail profiles of 351C and 351W blocks. The reason I want to put this out there is that if someone wants to use a 9.2" deck height Windsor block with Cleveland heads, there is an intake that will fit (provided that you get the Clevor intake and have it milled & drilled appropriately). Along the same lines, the EFI lower may be the same thing since there are no coolant crossover provisions for the Clevor setup. If one builds a Clevor, Price Motorsports makes a nifty coolant crossover/thermostat housing specifically for this situation. Does this matter with the aftermarket 351C blocks? I think so, since you can buy a really good Boss 351 block from Ford Racing for cheap in the right deck height. Then, you can still use off-the-shelf headers rather than modifying something to fit the taller deck height of the common Windsor.

3. The Track Heat manifold has injector bosses AND injector fuel rail mounts cast integral. The fuel rails for the EFI lower appear to, with machining, also fit the Track Heat. I haven't confirmed that, but it appears to be TFS's intent.

my setup has the injector ports welded into the Cleveland intake. It has individual injector ports and fuel lines. The fuel is delivered via a distribution manifold, not rails.

What ECU are you using? Mine is an ancient TEC controller.

Pictures would probably be helpful, I'll post them in the morning.