Hey Guys,
A plan to run a carby on EFI heads for my 308 can any one advise me on what manifold I can use? This is for a street motor that im trying to get good performance from.
Cheers,
Liam.W
308 Manifold
Started by
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, Jun 30 2006 06:24 PM
17 replies to this topic
#2
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Posted 30 June 2006 - 07:02 PM
Harrop and Torque Power do very nice dual plain manifolds, I think redline do too
#3
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Posted 30 June 2006 - 07:35 PM
What is the best out of Harrop, Torque Power and Redline for EFI heads? Has anyone ran these on their 308 EFI'sif so, what carby's are you running and can someone please give me tech advise also.
Cheers
Cheers
#4
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Posted 30 June 2006 - 07:47 PM
Either a Harrop or Torque power would be the go, i'm currently building a 308 with EFI heads for my LJ GTR, i'll be using the torque power intake a rochester-yes really, combo should be good for around 350-370hp at the flywheel
#5
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Posted 30 June 2006 - 07:51 PM
Ive seen a torque power maifold, the ports seem to be high in the middle and low in the outside ive been told that they dont need to be port matched. Can you give me any info/pictures on this?
Cheers,
Liam.W
Cheers,
Liam.W
#6
_HatchmanSS76_
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Posted 30 June 2006 - 08:11 PM
You looking at dual plane or single plane?
From your breif description of application, maybe the dual plane is for you.
In the dual plane you have Torque Power, Harrop and Innner Active. Out of these 3 I would pick either the Torque Power or Harrop. The castings are much better than the Inner Active.
In the single plane you have Torque Power, Harrop and the Redline. The Redline's only advantage over the other two is it sits a lot lower and wont need a hole cut in your bonnet to fit and is cheaper. For making power and performance the Redline is crap in comparison (I know this from personal experience, don't belive what any speed shop tells you in regard to this they're just trying to make a sale). When I changed from the Redline to the Torque Power single plane another forumer was very helpful in directing me to the Torque Power one as he had tested both. To sum it up the Harrop one was made for a market that was there (it's also qite good) but the Torque Power one is an improvement on the Harrop as it's been made for a purpose.
I have a Redline one in very good condition at a good price if you not concerned about the perfomance advantages over the others.
Just remember you need to change cam, extractors for this conversion as well.
From your breif description of application, maybe the dual plane is for you.
In the dual plane you have Torque Power, Harrop and Innner Active. Out of these 3 I would pick either the Torque Power or Harrop. The castings are much better than the Inner Active.
In the single plane you have Torque Power, Harrop and the Redline. The Redline's only advantage over the other two is it sits a lot lower and wont need a hole cut in your bonnet to fit and is cheaper. For making power and performance the Redline is crap in comparison (I know this from personal experience, don't belive what any speed shop tells you in regard to this they're just trying to make a sale). When I changed from the Redline to the Torque Power single plane another forumer was very helpful in directing me to the Torque Power one as he had tested both. To sum it up the Harrop one was made for a market that was there (it's also qite good) but the Torque Power one is an improvement on the Harrop as it's been made for a purpose.
I have a Redline one in very good condition at a good price if you not concerned about the perfomance advantages over the others.
Just remember you need to change cam, extractors for this conversion as well.
#7
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Posted 30 June 2006 - 08:48 PM
any manifold needs to be "port matched".Ive seen a torque power maifold, the ports seem to be high in the middle and low in the outside ive been told that they dont need to be port matched. Can you give me any info/pictures on this?
Cheers,
Liam.W
the lining up of the ports will vary with head and block machining.
Matching involves two aspects.
1 bolt the heads on the block and screw the manifold down and check for any varience between the head face and the manifold face.
2 remove manifold and paint one surface with bearing blue and screw the manifold down then remove again.
you should be able to see if the ports line up and if and where there is any overlapping. the ideal is to have the manifold port slightly smaller then the head port which should taper back in to the manifold runner size.
then there is any mods that have to be carried out after findings in 1 and 2.
oviously there is a lot more to it than just as stated but im not one for typing on hours on end.
Edited by ALX76, 30 June 2006 - 08:49 PM.
#8
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Posted 30 June 2006 - 08:49 PM
Thanks, HatchmanSS76
Ok, im just building this motor for the street, and my plan is 200kw or better, can you suggest combinations of Cams, Carbys, ignitions etc do you know of any anyone who has ran these combo's and can I find any info on these on the web somewhere?
Cheers,
Liam.W
Ok, im just building this motor for the street, and my plan is 200kw or better, can you suggest combinations of Cams, Carbys, ignitions etc do you know of any anyone who has ran these combo's and can I find any info on these on the web somewhere?
Cheers,
Liam.W
#9
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Posted 30 June 2006 - 08:53 PM
I'll get some pics of my manifold when I get it back from my engine builder mate, I still had my manifold match ported to the heads but it need very little done to it, very happy with the manifold, my combo is fairly basic, 308 standard stroke, A9L rods acl pistons, hydraulic cam, ported VN heads torque power intake, rochester, accel dizzy
#10
makka
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Posted 01 July 2006 - 01:56 PM
I would go with the Torque power one
#11
_LJ308injected_
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Posted 02 July 2006 - 03:31 AM
For a street car with 200kw + i would go with a Harrop Dual-plane and a Crane 286 Hyd Camshaft i use to drive a LJ With just a mild 308 and it made 197kw at the tread's was a good thing.
Cheer's Steve
Cheer's Steve
#12
_Yella SLuR_
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Posted 02 July 2006 - 08:03 AM
There was a really good article on port matching in Street Machine Mag a few years back. Went through step by step how to do it.
Not wanting to steal your thread, but are you asking what is the difference between single plane, dual plane and hi-rise? That's something I always ask myself, and what are the performance characteristics of each. i.e. Why would you go a single plane over a double plane, etc.
Not wanting to steal your thread, but are you asking what is the difference between single plane, dual plane and hi-rise? That's something I always ask myself, and what are the performance characteristics of each. i.e. Why would you go a single plane over a double plane, etc.
#13
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Posted 02 July 2006 - 11:47 AM
No, we already know this, we can answer your question by, from what I have lerned a dual plane manifold which of cause are a lower manifold, gives you more torque down low, but won't give the top end that a single plane or high rise will.Not wanting to steal your thread, but are you asking what is the difference between single plane, dual plane and hi-rise? That's something I always ask myself, and what are the performance characteristics of each. i.e. Why would you go a single plane over a double plane, etc.
Rule of thumb, seems to be, the taller the manifold the higher the rev's
#14
makka
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Posted 02 July 2006 - 06:41 PM
dual plane manifolds also have differing length runners for each bank of cylinders. also on a dual plane there is a divider si that 1 cylinder can only draw from half of the carb, wheras the single plane manifold allows each cylinder to draw from the whole carb. you can get high and low rise versions of each
#15
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Posted 02 July 2006 - 07:39 PM
good designed duel plane manifolds ensure that the runners are equal length, possibily aiding in equal fuel distribution. it is hard for a single plane manifold to achieve this as an inhearent design fault.dual plane manifolds also have differing length runners for each bank of cylinders.
as stated duel plane manifolds for street/race to about 6000rpm and single plane from about 3000rpm up and more suited to competition motors.
#16
makka
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Posted 02 July 2006 - 08:17 PM
the whole idea of a dual plane manifold is to have different length runners for each bank of cylinders. I think you have got the 2 mixed up there. you can get split single plane manifolds though
Edited by makka, 02 July 2006 - 08:18 PM.
#17
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Posted 02 July 2006 - 08:22 PM
why would you want different length runnersthe whole idea of a dual plane manifold is to have different length runners for each bank of cylinders. I think you have got the 2 mixed up there. you can get split single plane manifolds though
i stand by the fact that duel plane manifolds strive for equal length runners, this is why some of the head ports (namly 3456) feed from the opposite side of the manifold from the devider, creating a longer path for the middle ports to equal the length of the ports feeding cyls 1278.
Edited by ALX76, 02 July 2006 - 08:28 PM.
#18
makka
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Posted 02 July 2006 - 08:27 PM
interference (sp), it gives a wider spread of power and torque. the whole idea and the main strength of a dual plane manifold........
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