Derek, Thanks for the heads up, I'll get the motor details in. I am going to play this one as it goes because I really do not know what to expect. I have never had a single plane on anything before! Not sure if anyone will get there before me, but best of luck if they do! My local track (Kilkare) in Dayton, OH has its test and tune on Thursdays, so it will have to be next week before I can get to the track. That's ok, I'll use the butt dyno till then :TU: Steve, I currently run a 2800 stall converter, not sure about the rest but we shall see!
I'm glad I'm not the only one that will immediately start cutting on a new part to achieve a goal. :grin:
Not only metal, but easily weld able medal!!! Much more easily weld able than cast iron!!! If you have access to an aluminum welder(person with the machine) then a little mistake is easily erased! Derek
Interesting thread... would have liked it if you would have rounded those corners where the carb pad meets the runners, square is no good for air flow.. but it's a bit late for that now. And the carb makes me chuckle... looks like something out of the James Bond "Goldfinger" movie.. Good luck on the testing, I will be watching. JW
Yea that turn is pretty rough for sure , you could suff some rags in the ports with a screw driver good and tight then roll them edges in using low speed , vacuum real good grap the rags with a coat hanger and more than likely be fine. Id prob try it first , engines can be weird hell it may not mind the edges that much
Justin, get that SP3 off there right away!! LOL I don't have mine yet:Smarty: Damn Im jealous bud, cant wait to hear how it picks your car up, looks good:TU: Did you use the factory valley pan gasket or TA's composite gaskets? How 'bout bolts, same ones or new different length ones? Port match to your heads or not needed?
Thanks for all the replies everyone, parts are in the mail at the moment and if things go well I'm hoping for Sunday for the first test cruise. Jim, Yeah the carb is a bit "bold", but I tired of having to keep touching up the Eastwood carb renew and had it plated! Nothing is bolted down as of yet, and the intake needs to come back off so there is still time for changes. I can knock down those edges below the carb pad if you believe it would be for the better.
Hey Mark! Sorry, I have gone this far already so it has to go on :beer Gasket wise I am using T/A composite gaskets and a valley pan from AMP. Bolt wise I had to get a whole new set, all the same length so it wasn't bad. I purchased the bolt kit from TA to make it easier. I haven't port matched anything as of yet, that is going to be a winter project after I collect all the tools I need. And of course run it again! It looks like there is plenty there to take out if one had the desire to do so. When I get back tonight I'll throw a gasket up and post back.
Personally I'd try and round out the cuts a bit at the bottom but have no personal professional data to back that up.
"GoldFinger" .. Hmmm I think we found you a new nickname. You've got to like it better than the last one uzzled: .. and Yes, it looks much better than the eastwood flat yellow "I Wannabe Plated" look
I may as well give it a shot, I think I can take care of that pretty easy if I can find those particular cutting devices. You would be correct sir!!
Justin if you use carbide deburs on a die grinder that are for cast iron slow the speed down a little an use some trans fluid for lube. Just so the aluminium doesn't load up on the deburr. Or buy ones made for alunimium.
Thanks Walter, I could have swore I had an aluminum bit for when I ported the stage 1 intake but I've moved twice since then. I'll give it a go with the iron set. And as mentioned, here are pictures of a gasket laid up against the intake.
WOW!!! Question, did you ask TA if port matching is needed or would help? Some say yes some say no, some say intake smaller than head ports, ahhhhhhh, what to do I'll probably do like your doing, as my Stage 1 is gasket matched to the heads. See, you ARE a pioneer:TU:
Simple port matching an intake in general is a bad idea unless you have a "whole runner" plan. Otherwise you just get a wide spot mid-runner that slows the air/fuel down and in best case scenario just reduces the amount of air going into the cylinder and worse case drops the fuel out of suspension. I'd port the head a bit if the head port is smaller than the intake port, but I'd be conservative with it.
Hey Mark, I didn't ask TA about porting when I was chatting with them. But if I remember correctly, I think there was a thread where TA said they would leave them unported to give the buyer the option if they wish to match. If I were to leave the intake as it sits that is what I would end up with. The head was matched ever so slightly smaller then the gasket and necked down towards the valve. I've always wondered about port matching just the gasket area, and causing a large "cavern" smack in the middle of the airflow. I'm no expert, and I didn't stay at a holiday inn.. But it seems off to me. For now I'll stick with smoothing out casting imperfections in the runners.
X2 The biggest restriction to airflow is at the valve. If that area has been hogged out and flows like the wind then opening up the ports of the intake will make a difference. The ports would rarely be a restriction compared to the valve pocket. Maybe opening the ports up slightly but I wouldn't go near a gasket match. Better to have the intake ports smaller than the head ports than the reverse. I would have to say that the intake ports would flow more air than the heads unless TA really squeezed them down. Maybe if you had some high flowing aluminum heads. Of course some smoothing to get rid of flash and other obstructions will help.
If I'm reading this right, the head's port is just slightly smaller than the gasket, therefore the head port is larger than the intake port? If so, that is likely okay and in some cases has very minimal benefit to matching the ports. Without a flow bench to test, it'd be hard to say for certainty if the step from the intake to head is a problem or not. I know big block Ford guys that run intake manifolds that are considerably smaller than the head ports (one making over 1,000HP N/A!) and pricey R&D testing shows essentially no gains in matching the ports. Now if the head port is smaller than the intake port and the air is slamming into a wall and choking down, that would be considered an issue, though primarily only at the top of the port.
