This video reminded me of a magazine article I read years ago in 5.0, where they welded the runners near the head exit to correct the runner from where it goes down into the valley then back up into the port. Love the videos.
This shows me i know next to nothing. It was always told to me if ya wanna port your heads an intake ya only wanna raise the roof an port match to gaskets. Listening to him shows me don’t touch my stuff my self. Only thing I’ve ever done is port match my intake to my heads an cut the cloverleaf out of the intake as it blocked my spray bars on my nitrous plate
Explain the difference between using this manifold on a 440ci engine vs a 310ci engine, (both 9,000 rpms). What do you change when porting them and why
Thanks for all your great honest videos. I'm going to build a 415 SBC for my 69 Camaro approximately 570 HP maybe this winter. Where do you find the math on intake runner length and size? I'm going to look into the team G single plane that I have and modifying it like David Vizard did in one of his books. Porting and extending the runners + 2" spacer. Also need some help picking out cylinder heads.
Line of sight.... Cross section..... Taper rates.... Runner length..... Plenum volume....... Carb orientation to port location..... Port transition into head........ Short radiuses....... DAMN YOU ROCK! I have no doubt you have a lot of hours grinding! Did you learn as you go?... How much is learned from school? (ZERO I BET) You have a background in drag only?...or circle track too?... MUST have been at a very high level.... This is stuff YOU COULD NOT LEARN ANYWHERE a short time ago. IMPRESSIVE knowledge from what I see. 😊👍
HI ERIC IM BUILDIN A 68 FIREBIRD, 421 SBC 680 LIFT 220 CNC PROMAX 11.5 COMP. IT WILL SPEND MORE TIME ON THE STRIP BUT WILL SEE SOME STREET TIME, MY QUESTION IS INTAKE , I HAVE A 300-25 STRIP DOM AND SUPER VIC I THINK ITS 2925 WICH WOULD RECOMEND THANKS
Do you ever get into dual plane porting like this? I feel like I see people do such nice plenum/runner work like this on single plane intakes much more than dual planes.
@@f-bodyjon2189 LOL was i to harsh? Dual planes are designed to make the engine only see 1/2 the carb at once to make low end velocity. There runner lengths are all different from port to port they have mixture distribution issues ect ect. You can chop one up cut out the divider port and port and take a real chance of leaning out a cylinder on fuel and no 2 runners/ports will flow the same. You can buy a modern dual plane (edelbrock) dont hack on it just clean up the casting a little if it makes you feel better and it will be great for a mild engine. Other that that useless
@@tomhutchins1046 yea, harsh but more importantly did not provide any useful response to my question. I just know there’s a lot of engines running big power with dual plane manifolds. When I used to follow Pontiac engines, I know some of those guys could run the Edelbrock RPM over 600hp with proper preparation. Currently, I have Holley dual plane on my built LS1 with a 1000cfm Holley efi throttle body. Yea, it’s not MPFI but it’s simple and works for me. I’m not planning any power adders. If money allows, my next step will be porting the 799 heads and trying to match CSA as best as I can with the dual plane runners.
@@f-bodyjon2189 It would run better and safer with a good single plane. Why do they make dual planes for performance? To sell manifolds. Your a perfect example they could try to teach you that its the wrong design but you would and are just rejecting it and they would not sell manifolds. Ask anybody that really knows NOS or boosted they will tell you NO DUAL PLANES to much mixture flow distribution issues. Yes you can just run it rich and safe but that wont win races/ Oh and is that real or internet HP? LOL
I'm assuming that the line of sight between the plenum and head mounting surface is one of the reasons why a dual-quad tunnel-ram style intake works well.
3rd pulse tuning comes to mind. I love building and running those engines!
Beautiful job as usual Eric. I’ve seen these intakes in original form. You can see a vast improvement here.
This video reminded me of a magazine article I read years ago in 5.0, where they welded the runners near the head exit to correct the runner from where it goes down into the valley then back up into the port. Love the videos.
This was a fascinating video. Thanks for making it.
Thank you Eric for sharing your knowledge, information is power!
Your channel is getting me through quarantine. Thank you.
That manifold looks pretty darn fabulous. Nothing like a 9,000 RPM SBC. Except for maybe an 8,000 RPM BBC. Either way gonna love that sound!
Nice tech guy.
This shows me i know next to nothing. It was always told to me if ya wanna port your heads an intake ya only wanna raise the roof an port match to gaskets. Listening to him shows me don’t touch my stuff my self. Only thing I’ve ever done is port match my intake to my heads an cut the cloverleaf out of the intake as it blocked my spray bars on my nitrous plate
Explain the difference between using this manifold on a 440ci engine vs a 310ci engine, (both 9,000 rpms). What do you change when porting them and why
Great video.
Thanks for all your great honest videos. I'm going to build a 415 SBC for my 69 Camaro approximately 570 HP maybe this winter. Where do you find the math on intake runner length and size? I'm going to look into the team G single plane that I have and modifying it like David Vizard did in one of his books. Porting and extending the runners + 2" spacer. Also need some help picking out cylinder heads.
Who would you recommend for a sheet metal manifold? and do they still need porting?
HRE
Line of sight.... Cross section..... Taper rates.... Runner length..... Plenum volume....... Carb orientation to port location..... Port transition into head........ Short radiuses....... DAMN YOU ROCK!
I have no doubt you have a lot of hours grinding! Did you learn as you go?... How much is learned from school? (ZERO I BET) You have a background in drag only?...or circle track too?... MUST have been at a very high level.... This is stuff YOU COULD NOT LEARN ANYWHERE a short time ago.
IMPRESSIVE knowledge from what I see.
😊👍
341👍's up WR thanks again for taking the time for us all to be with you
HI ERIC IM BUILDIN A 68 FIREBIRD, 421 SBC 680 LIFT 220 CNC PROMAX 11.5 COMP. IT WILL SPEND MORE TIME ON THE STRIP BUT WILL SEE SOME STREET TIME, MY QUESTION IS INTAKE , I HAVE A 300-25 STRIP DOM AND SUPER VIC I THINK ITS 2925 WICH WOULD RECOMEND THANKS
Turn off caps lock.
Do you ever get into dual plane porting like this?
I feel like I see people do such nice plenum/runner work like this on single plane intakes much more than dual planes.
Dual planes are for the tow truck. After that they are crap
@@tomhutchins1046 thanks for the opinion???
@@f-bodyjon2189 LOL was i to harsh? Dual planes are designed to make the engine only see 1/2 the carb at once to make low end velocity. There runner lengths are all different from port to port they have mixture distribution issues ect ect. You can chop one up cut out the divider port and port and take a real chance of leaning out a cylinder on fuel and no 2 runners/ports will flow the same. You can buy a modern dual plane (edelbrock) dont hack on it just clean up the casting a little if it makes you feel better and it will be great for a mild engine. Other that that useless
@@tomhutchins1046 yea, harsh but more importantly did not provide any useful response to my question.
I just know there’s a lot of engines running big power with dual plane manifolds. When I used to follow Pontiac engines, I know some of those guys could run the Edelbrock RPM over 600hp with proper preparation.
Currently, I have Holley dual plane on my built LS1 with a 1000cfm Holley efi throttle body. Yea, it’s not MPFI but it’s simple and works for me. I’m not planning any power adders. If money allows, my next step will be porting the 799 heads and trying to match CSA as best as I can with the dual plane runners.
@@f-bodyjon2189 It would run better and safer with a good single plane.
Why do they make dual planes for performance? To sell manifolds. Your a perfect example they could try to teach you that its the wrong design but you would and are just rejecting it and they would not sell manifolds. Ask anybody that really knows NOS or boosted they will tell you NO DUAL PLANES to much mixture flow distribution issues. Yes you can just run it rich and safe but that wont win races/
Oh and is that real or internet HP? LOL
👍💪
And without rules...
👍🏻
I'm assuming that the line of sight between the plenum and head mounting surface is one of the reasons why a dual-quad tunnel-ram style intake works well.
Where are you located?
Broken Arrow, Oklahoma
Without rules every race car would be a million dollars? Thus not very many racers. Kind of like F1, same old money winning every race.