Intake Manifold Porting Show ‘n Tell

[ChopperScott]

This Weiand Team G is almost ready for final finish work...

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[Big Speed]

Our 2 Cents.When port matching we prefer to have the block and heads in house ,To many variables in location as to variations in block height and front to back location.Not always possible so we try to get customer to do a scribe transfer if possible.Next ,Texture ,varies from slick to rough in diferent areas of the manifold and head.A lot depends on where fuel is intoduced in to the engine.Sizing port is done by power curve needed to accomplish end result.Port entry,total induction tract length ,desired harmonic attachment ,crossection in every area of the manifold and heads.All need to be fit into the plan.Testing,We have found when testin a series of manifolds it is best to use a larger engine in that particular family.Engine dyno testing of intake manifold it is necessary to use a wideband o2 in each cylinder header pipe to moniter cylinder to cylinder fuel distribution.Ultimatly it is desirable to verify cylinder to cylinder distribution in the car on the track.AS air flow to the engine and G forces may affect distribution For example wher Nascar Cup was using carbs ,on a 1 1/2 mile track the AFR would change on the outer and rear cylinders 1 1/2 AFRs from static dyno set up .But still best to verify manifold distribution with Wideband o2 Not egts.

[ChopperScott]

Yes. There are many variables concerning port sizing and location including deck height, head gasket thickness, core shift, and improper machining. I take the same approach as AFR does with the CNC "partial port match" on their manifolds.

Here is the AFR 4811PM, out-of-the-box, with CNC ports and a 6901 gasket...

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And this is the Holley 300-25 I ported by hand...

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[arlancam509]

Something that I have noticed about my cylinder heads – the intake face of the head is not square to the port when looking at the front of the head. When I was first designing my 3d printed intake manifold, I made the port perpendicular to the intake face. After I examined the port closer, I saw the floor and roof goes uphill.
This has helped me understand that the intake and cylinder head are really just 2 parts of one unit. In my case, one can not be modified without knowing how it relates to the other.

Here is a layout of my intake tract cross section:

[steve cowan]

Our 2 Cents.When port matching we prefer to have the block and heads in house ,To many variables in location as to variations in block height and front to back location.Not always possible so we try to get customer to do a scribe transfer if possible.Next ,Texture ,varies from slick to rough in diferent areas of the manifold and head.A lot depends on where fuel is intoduced in to the engine.Sizing port is done by power curve needed to accomplish end result.Port entry,total induction tract length ,desired harmonic attachment ,crossection in every area of the manifold and heads.All need to be fit into the plan.Testing,We have found when testin a series of manifolds it is best to use a larger engine in that particular family.Engine dyno testing of intake manifold it is necessary to use a wideband o2 in each cylinder header pipe to moniter cylinder to cylinder fuel distribution.Ultimatly it is desirable to verify cylinder to cylinder distribution in the car on the track.AS air flow to the engine and G forces may affect distribution For example wher Nascar Cup was using carbs ,on a 1 1/2 mile track the AFR would change on the outer and rear cylinders 1 1/2 AFRs from static dyno set up .But still best to verify manifold distribution with Wideband o2 Not egts.

Alot of great information there,thank you

[arlancam509]

Something that I have noticed about my cylinder heads – the intake face of the head is not square to the port when looking at the front of the head. When I was first designing my 3d printed intake manifold, I made the port perpendicular to the intake face. After I examined the port closer, I saw the floor and roof goes uphill.
This has helped me understand that the intake and cylinder head are really just 2 parts of one unit. In my case, one can not be modified without knowing how it relates to the other.

Here is a layout of my intake tract cross section:

a better picture - getting closer

[SpeierRacingHeads]

and then sometimes you have to fix really bad port work!

[ChopperScott]

For those that prefer a burr finish...

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[ChopperScott]

This Weiand Team G is almost ready for final finish work...

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[SoCalDave]

Torker ll for my 73 Nova that I'm working on.

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[steve cowan]

This Weiand Team G is almost ready for final finish work...

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Hey Scott,
How many hrs are you putting into each intake?
It takes me around 20hrs.

[EDC]

Might look into cutting back more.

[ChopperScott]

Hey Scott,
How many hrs are you putting into each intake?
It takes me around 20hrs.

That's a good question. I've lost track.

[1980RS]

Torker ll for my 73 Nova that I'm working on.



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Anyone ever had and luck at the track with one of those Torker II intakes? I have used the original Torker in the past with pretty good results but the new one is not very good from what I have read on line. I do have the 4500 Torker II that has a dominator pad on it. Pretty cool old intake.

[SoCalDave]

Torker ll for my 73 Nova that I'm working on.



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Anyone ever had and luck at the track with one of those Torker II intakes? I have used the original Torker in the past with pretty good results but the new one is not very good from what I have read on line. I do have the 4500 Torker II that has a dominator pad on it. Pretty cool old intake.

Yeah I've seen that the Torker ll is not a good single plane; however my 01 Camaro is my street/strip car so I'm really just trying the Torker ll out to see what it does.