Matching Wieand X-celerator to 2V Cleveland heads?

What's the best method for matching the intake to the head. I've heard you use the gasket from the intake and transfer to the intake port then grind, or vice versa????

Damn, you mean to tell me no one has some info for a novice wanting to be like you guys? I thought I was going to get some insight from the experts. 16 guys looked, but must not have been that interesting to reply.

All the ford guys must have their minds on how they're going to spend the stimulas checks coming next month!!!

happry reading gents....

Torino - The Forgotten Classis!!!

Originally Posted by sthomp29

Damn, you mean to tell me no one has some info for a novice wanting to be like you guys? I thought I was going to get some insight from the experts. 16 guys looked, but must not have been that interesting to reply.

All the ford guys must have their minds on how they're going to spend the stimulas checks coming next month!!!

happry reading gents....

Torino - The Forgotten Classis!!!

The best thing to do is to run the 4bl intake manifolds.Tests were done by the late great Super Ford Magazines that even with the big to little port size deviation a whopping 15 to 25 horsepower could be gained in accordance with your engine combination. the torker intake was the best, only because of its availability, but the all time greatest is the holley strip dominator.if you could find one.food for thought. And yes, transfering over and scribing the gasket is the easiest way.

We tried a test in 78 and found the edelbrock scorpion 4v Cleveland made 15 more hp at 7000 rpm than a Holley strip Dominator . The scorpion was discontinued after only one production run do to low demand .

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