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Due to factors beyond the control of EricTheCarGuy, no information contained in this video shall create any express or implied warranty or guarantee of any particular result. Measure that distance with your caliper if the walls ofthe port are parallel, you know the perpendicular distance because thecaliper will be at its smallest reading , then find that same distanceon the manifold at the corresponding walls and mark it.
If you want tofind the point that is the true perpendicular to the good wall, scribean arc with your caliper. The point on the arc farthest from the goodwall is perpendicular to that wall. Always make your measurements alongthe straight walls of the ports--never on the radii that transition fromthe floor or ceiling to the walls. Mark all the port locations, first by measuring on the head and thentransferring those distances to the manifold. Always return to your goodport wall for measuring to another point.
This is your constant. Now youcan see why you want to make sure you always remember exactly which portwall is your reference--both on the head and the manifold. When you arefinished, you should have all the port locations from the head mappedout on the manifold flange. Best case, the manifold runners line upclosely with your marks. If you do that, you lose your ability to gauge how parallel youhave the port walls, your maximum size, everything.
A good rule of thumbis to have the manifold runner about 0. This is for several reasons: One, it gives youa cushion when you are porting and two, the worst thing you can do ishave the air and fuel hit a wall in the transition from the manifold tothe head, so keeping the manifold part a little bit smaller helps ensurethat doesn't happen. Now it's almost time to start cutting metal, but before you do, makesure you have a cutter that is the right size.
The determining factorhere is the radius that forms the transitions between the floor andceilings and the walls of the intake ports on the head. It is criticalthat the radius of the cutter you use matches the radius in the intakeports.
The right cutter will automatically make the right radius in themanifold as you are doing your grinding work. Consider, for example, youare grinding out the floor of the manifold runner.
If the cutter is toosmall, if you grind out the floor to your desired location all the wayacross, it will leave that radius too tight. If the cutter is too large,once you have ground out the floor correctly, the cutter has also eatentoo far into the metal that makes up the adjoining walls. The easiest way to match-up your cutter to the port radius is to paintthe radius with a little machinist's dye.
Pick a cutter that looks aboutright, lay it in the radius of the port, and turn it by hand a fewtimes. If it cleans up all the dye, then you have the right cutter. Ifit leaves dye in the center of the radius, the cutter is too large. Ifit leaves dye on either side of the center, the cutter is too small. Now, finally, it is time to begin grinding, but at Leagon's the work,even at this point, is still supplemented by machine.
The milling machine makes the work faster, but it also helpsus shape the ports better. Eventually, you are going to have to get inthere with a hand grinder, but whenever you can use a machine like thisit helps take the variable of the human element out a little more.
Jonathan uses a digital readout on his mill to help determine hiscalibrations. With the gasket now removed we should have clear marks that we can follow to remove material and match the gasket.
I would not go right to my marked line with this tool, but instead leave a small gap. The burr set I used is below. Click for larger image:. I then pulled out some grit sanding rolls.
These are what I would use to actually get close to my mark since they remove material MUCH more slowly. Once I had matched the marked line I then spend time to gradually blend it into the rest of the runner. These I grabed online as well:. Last the gasket is laid back on the intake manifold to make sure everything lined up and looked good. Not hard at all right? Some argue that gains are going to be too small to be felt, while others swear they have picked up a few horsepower by simply gasket matching a motor.
Want to know more about your particular Make and Model vehicle? All of these vehicles are covered in the tech, maintenance and repair articles found above. Enginebasics is the wiki or wikipedia of car part, repair, how to and tuning information. Let us be the class for your automotive learning. Below are just a few of the articles found here on enginebasics. Dynamic Compression Air to Air Vs. Special thanks to:. One was opened up about taller and wider than the other.
As long as the manifold is smaller than the head, it makes little or no differance. On victor jrs, it is almost the opposite. Years ago I did some base line pulls, then took off the manifol and ported it real nice not just gasket match It picked 25 HP on top end with the rework.
Dual planes seem to be more forgiving. Post by shawn » Tue Dec 04, pm It all depends on what the engine wants for intake runner cross section and taper.
Sometimes most times you won't see any difference just "gasket matching" an intake. Sometimes you can actually hurt the power by making them match, even if the intake is larger at the port than the head. It's rarely wrong to make them match, just don't expect to see any gains. To me gasket means using the gasket as a template for the port, which can be too large for an application. Now if you made a template from the port on the head so you can could match the intake to the head, that would be good.
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