cleaning out a super victor
Would not.
Knock down high casting ridges, yes. Gut it (open up the runner), no. 40 grit for me (no more than 80 grit), by hand & knock down the ridges. For sure don't want to smooth the runners, they need to be rough so that fuel doesn't stick to the walls.
Knock down high casting ridges, yes. Gut it (open up the runner), no. 40 grit for me (no more than 80 grit), by hand & knock down the ridges. For sure don't want to smooth the runners, they need to be rough so that fuel doesn't stick to the walls.
Fuel injected w/8 injectors in the stock location or injected @ butterfly valves atop the manifold?
Yah, if injectors mounted in the stock location @ head (1 injector per runner, 8 total), then you can smooth the Victor runners, but don't open 'em up, just remove ridges & then smooth. If the runners are opened up too much, air flow will slow down & result in less air to the combustion chamber.
Unless you can log airflow, MAP & A/F ratio & have confirmed that your engine is restricted by the Victor intake runner size, it's best not to open up the runners for the reason noted. The Victor is excellent out of the box & in most cases there's no need to open the runners. Smooth & remove ridges; port match if needed.
Fuel injected w/8 injectors in the stock location or injected @ butterfly valves atop the manifold?
Yah, if injectors mounted in the stock location @ head (1 injector per runner, 8 total), then you can smooth the Victor runners, but don't open 'em up, just remove ridges & then smooth. If the runners are opened up too much, air flow will slow down & result in less air to the combustion chamber.
Unless you can log airflow, MAP & A/F ratio & have confirmed that your engine is restricted by the Victor intake runner size, it's best not to open up the runners for the reason noted. The Victor is excellent out of the box & in most cases there's no need to open the runners. Smooth & remove ridges; port match if needed.
Yah, if injectors mounted in the stock location @ head (1 injector per runner, 8 total), then you can smooth the Victor runners, but don't open 'em up, just remove ridges & then smooth. If the runners are opened up too much, air flow will slow down & result in less air to the combustion chamber.
Unless you can log airflow, MAP & A/F ratio & have confirmed that your engine is restricted by the Victor intake runner size, it's best not to open up the runners for the reason noted. The Victor is excellent out of the box & in most cases there's no need to open the runners. Smooth & remove ridges; port match if needed.
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Your intake manifold and cylinder head intake port need to be looked at as one unit. The goal being to create the optimum balance between flow and velocity for your displacement engine as it operates in your target RPM range.
Increasing the cross sectional area of an intake manifold port that already flows more than your cylinder head will likely hurt your average horsepower more than it will help your peak horsepower. Without either a flow bench or flow bench experience with the particular heads and intake you are working with, it would be difficult to determine if a given intake manifold should be enlarged to work with a given set of heads.
The ideal scenario would be to flow bench test the intake port of the cylinder head and then again with the intake manifold bolted on. Then you can evaluate your total package and know what really needs to be modified. You would be able to see the true effects of changing port taper and cross sectional area.
Increasing the cross sectional area of an intake manifold port that already flows more than your cylinder head will likely hurt your average horsepower more than it will help your peak horsepower. Without either a flow bench or flow bench experience with the particular heads and intake you are working with, it would be difficult to determine if a given intake manifold should be enlarged to work with a given set of heads.
The ideal scenario would be to flow bench test the intake port of the cylinder head and then again with the intake manifold bolted on. Then you can evaluate your total package and know what really needs to be modified. You would be able to see the true effects of changing port taper and cross sectional area.
Well I was looking into getting the heads and intake ported ( matched ) as one unit. Rpms 7,500 or so. Im planning on using the ls1 head not the ls3 head. I was told that my displacement ( 408 ) would work well and not needing the ls3 heads for my range