A couple tricks I learned as a kid working at a hi-perf engine shop was to index the manifold, intake gasket (in this case 2V) and head before porting, and to fill the intake port rather than hog the head. So, in this case, the intake would be bolted to the assembled engine (using used head gaskets properly torqued) and two 1/8" index holes drilled through the intake flange and no more than 1/8" into the head face, obviously avoiding passages and other features. The assembled engine is required as the manifold will sit in different spots depending on block, head and intake machining.

Then the parts are disassembled and taken to the bench for work. The gasket is indexed to the head with 1/8 rod or roll pins and scribed for minor matching and blending. Then the intake runners (clean and roughed) are back-filled with soft epoxy putty mix. The intake gaskets are then indexed to the manifold and scribed for hogging and blending the epoxy. The flow numbers for this type of setup are excellent and far less work for the greater gains in most circumstances. Also less chance of blowing through a port or runner wall.

On engine assembly, the pins were used to align before torquing, otherwise some porting gains can be lost through shifting. This technique was commonly used on BBC's when port types were different but better components were only available in mismatched styles. In addition to better flow, it also allowed experimentation without committing the more expensive heads to permanent mods or requiring far more work if replacing heads.

HTH,
David

______________________________________
•Fast
•Reliable
•Cheap
Pick two.