ported intake manifold
I've noticed that the intake manifold on my 79 is a bit smaller than the ports themselves, is there any advantage to matching these ports up?
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I am not sure on the carb version cars. But making polishing the intake manifold and make the passways bigger without actually doing anything to the carb, will drop the velocity and you will lose low-end torque. Can anybody else confirm that?
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I've got a '79 manifold and I'm not going to be port matching it at all. I think peejay has mentioned something about why the port mismatch is there. It helps with low end torque, as does the rough surface inside the port. Do not smooth it!
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here is a thread where peejay discusses some of what you're asking ...
https://www.rx7club.com/forum/showth...&highlight=MR2 |
I can do better than that :)
Here's the text from an old message on the FB RX-7 mailing list... I purposely make the manifold runner smaller than the port runner on all engines that I build. A small offset makes very little difference in the forward flow, but it makes a huge difference in the reverse flow. This is a big deal because the charge in the manifold is moving in both directions during each cycle. This is due to residual exhaust pressure in the chamber, and the fact that the intake port closes well after BDC. At low rpm, a large portion of the intake charge gets spit back into the manifold during the period from BDC of the intake cycle, to intake port closing, which is the end of the intake cycle. Anything that you do to increase the reverse flow potential of the induction system will reduce low speed power. If you don't believe me, and want a visual representation, all you need is a 12A with a stock manifold. From under the hood, open the throttle all the way until the secondaries open. (Don't blow it up.) You will see a large cloud of gas vapor spit out of the secondaries, BUT NOT THE PRIMARIES! The stock primaries in the manifold are smaller than the ports in the motor by nearly a half inch on both the top and the bottom. This limits the reverse flow, and that is why the primaries do not blast a cloud of mixture out the top of the carb. This spitback at high rpm is due to residual exhaust pressure, so you can see that discouraging reverse flow can help throughout the powerband. (Hey, I thought that was a trade secret!) (stuff about Lake Cities manifold deleted) As a side note, do not EVER port match the primaries of a stock 12A manifold. You will lose low, AND high speed power. The reverse flow will increase, and the forward flow will decrease. Here's why. By making the port taller, you will increase the velocity differential between the "long side" and "short side" of the port. This will lead to separation of the airflow on the short side, (It's bad enough already!) and the majority of the port will be a big swirling vortex, rather than a nice gradual flow path. A drastic area change should never occur in the middle of a turn., Or in the words of a very bright friend of mine (Who designed the water cooled engine at Moller.) "You cannot diffuse and turn at the same time!" I have made nearly 190 horsepower with the stock manifold and quiet street exhaust without enlarging the primary runners at the exit. On an obnoxious race motor, I have made in excess of 210, again without changing the height of the primary runner exit. Have you guys seen the bumper sticker that says "Friends don't let friends drink and grind." Paul Yaw |
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