ando76

all good man. I'm just looking at making a few alterations to the new manifold and have brought another one from Mark in case I go backwards. LOL. No one has really played with the new manifold as they are just so good out of the box. I compared the new one to my old TRUSCOTT/ WYATT one and just got a few idea I want to try to see if I can make a gain. Your work is driving me to the die grinder. Been a bit busy with the skid ute and a few other bits and bobs but I will get there and then I might post it down so you can run it up on your bench - if your keen.

shape looks good. Be interesting to see if they flow any differently when the manifold is together as a whole. This manifold will perform very well I do believe and 'balance' the engine which makes for a much happier engine. Best I get out to the shed with the die grinder to see where I can improve the new manifold or you will be overtaking it. Great update.

All good Flatchat. Clevo you are on it with your flow bench and the way that you use it. A wise man once said "I've never seen a flow bench win a race" which is true to a point. They are like dyno in my eyes. Tuning tools to see gains or loses. Keep up the good work.

It may not have worked in that application - what was the size of the initial part of the head runner? What flow figures did the head achieve? Did you try it on another combination. It all comes down to the combination. What works in one application can be destroyed in another with incorrect parts. To say that the ultraflow does not work in all meth applications is a long bow to draw - unless you can back it up with separate testing. That is why I have talked about the results of the new manifold on my engine and the results on another combination. It has worked on both and in fact everyone that has bolted it on has made a gain. That is how I feel confident in talking about the results it has achieved.

you are sooo right Mark. Clevo's work mirrors your work on the 'new' manifold. He is trying to achieve exactly what we achieved with the new manifold. Power to him, and to you for your continued work in making these engines sing.

Yep that would be the best way but it through to the base coat in a few area so would really need to go down to bare to be done properly and make it last and that is where shit gets seriously expensive unless you can do all the prep yourself. EPOTEC (primer, surfacer and high build in one), couple of litres of base coat and then a couple of litres of clear. It all starts adding up. that's why is suggested the rat rod look.

I'm not sure I understand that last post Flatchat. My understanding is the Ultraflow manifold was made by Ian 'Moo' MOODY, very smart man who has made some awesome stuff over the years. The design was good at the time but I think there are better 2 barrel manifolds on the market at the moment that give more even cylinder fill. I think that is what Clevo 120y is trying to achieve with his cut and shut manifold. I have been exactly where he is at the moment - about four years ago. You need to enlarge that part of the manifold to allow for better airflow entry into cylinders 2,3,4,&5. Yes too big will kill it but it is more about shaping the chamber to make the most of the high speed air. Remember that the outside venturi is not exposed to the main plenum area as much as the inside venturi.

Sweet. so that diyautotune is the place to go to get one?

yeah colour matching that would be a nightmare. save your sheckles for a complete respray in factory colour and just run it how it is for that 'rat' rod look. Will match the Mexican blanket perfectly. Or you could just rub back what it there and hit is with some cheap arse clear. I think PROTEC even do a satin clear now. get whoever does the repair to top coat it in some red zinc oxide and rub it back a bit for that 'distressed' look and satin clear over that. Satin black stockies and dumped on its guts and it would be a sweet ride until you had the coin for a proper paint up. Just my thoughts

So you could use one of these to replace the factory ecu on an EF. Just asking as the twins burnout car has a stock ecu and we are keen to piss it off due to the rev limiter. we have already disconnected the auto from the ecu and switch it manually with toggle switches to control the solenoids but the bloody rev limiter is puss. Interestingly there is another EF out there that pulls 1000rpm more than the twins with a 'stock' ecu. seems it might be an ex-police car or something to be able to do that. $400 is cheap - especially if we can throw in the big cam out of my old burnout car (EF/AU hybrid in XG). Are they laptop tuneable?

Be careful with your test drive Clevo - you will want to own and race one. They are very addictive.

Good to see you back in the thread Clevo. Yeah my head has a lot of thought and maths in it, but not a great deal of dollars. Cam has found some further gains now that he has started on the actual head. I will post up the flow figures when it is done, with and without the inlet fitted. I didn't post the exhaust flow figures in the initial post but I will say that the inlet - exhaust percentages are down below 70% without the manifold fitted which is what we were aiming for, to allow for the reduction when the inlet manifold is fitted. I'll be interested to see what final flow figures you achieve when you get a decent seat cut and back cut on those valves. More power to you.

PM sent Matt - sorry mate been flat out.

as Sly said, don't delete it just give us some more info etc. It is human nature to question someone who enters a forum with a post like that, it happened to Wazzy once but we have learnt that he can back up his claims with solid numbers. So I guess what we are trying to say is give us some info as for me, these forums and threads are about learning from one another so we can improve the breed.

Gee that's some impressive figures if they are at 28" of water. Would like to know a few more details like initial port sizing and chamber mods. That is a rocket ship up to .500 and then tapers so I'm thinking that the ports aren't that big. But I guess at the end of the day we aren't comparing apples with apples, unless we all send our heads to Clevo120 and have them flowed on his bench. What I like most about his thread is that he is detailing the effect each modification has on flow. I'd hate to see this thread descend into a pissing contest and I only posted my figures as Clevo asked.

Yeah have to agree with you on both Q - if the budget allows it. Mine doesn't so I try to have all my engine tune and stuff sorted at the dyno prior to going to the track. Time is usually limited between heats so I don't know how much time you would get to analysis data but I'm sure if you had a member of the crew who was dedicated to that task and that task only it could be done. I mainly fitted my AFR gauge so that I could tune to variable conditions and when I eventually go away to other tracks sea levels etc. anyway get the innovate one clevo120y and we can see how it goes in a speedway application.

I've run an AEM in my race car for the last four years. Burnt one sensor in that time but easy enough to get replacement (put it down to the methanol). Found them to be very accurate - same reading as a MOTEC unit I used on the dyno, so it was good enough for me. With careful positioning in the car you can read the dial as you are going down the straight, can't see the colour on the dial but the red led numbers are very easy to read, even for a bloke that is on the wrong side of 40. Have not used the innovate one so unable to comment. If they both have a bosch 5 wire sensor then I guess it comes down to personal preference. GoPro is the best speedway data logger you will ever get. You can 'hear' the engine and understand what is going on better than any one dimensional graph on a computer screen.

Drop me a PM and I will explain duckboy. Yeah I am stoked. With the thought of more to come I am even more pleased. I know how well my old head performed in flat tappet form and with my old cut and shut manifold, so this head with a custom roller cam and the new manifold is going to go real close to attaining my goal. Matt - yeah it does. They love the new mani - they were going to ring me and ask me where there engine had gone after they fitted it and ran it. It makes the engine that much happier. Exactly the same as I experienced when I bolted mine on 'as cast' and had to go down 7 jets sizes to get afr's anywhere near close. If you have a good cut and shut manifold the total horsepower gain will not be that great but the torque curve is where you will see the greatest difference - oh and you will use less fuel and your oil will become less contaminated. not bad advantages I say. but I'm hardly impartial. The boys are and they used a separate dyno to me so the results and gains are the same. Good enough for me.

Well the flow results are in from my new head done by Cam @ Engine Engineering in Brisbane. Cam and I have been friends for a long time and he did my first cylinder head 5 or so years ago. We collaborated heavily on this head, comparing ideas and thoughts and to say that I am happy with the initial flow results is an understatement. These results are from a different flow bench than I usually use, but I'm sure they will be pretty close. They are measured at the industry standard of 28 inches of water. Anyway as promised here they are; LIFT STD HEAD BERTHA 050 29.4 30 100 54 62.6 150 77.4 96.8 200 98.5 124.4 250 121.2 149.4 300 141.4 167.8 350 162.9 187 400 177.7 202.9 450 184.4 215.4 500 186.2 221.2 550 189.2 220.4 600 215.4 650 215.4 I love the way this head accelerates in the low lift and then just keep going thru to 550 and then only loses 5cfm in the next .100" of lift. All without enlarging the port size. Cam believes that there is a little more in it now that he has the results so he is going to try a few things and hopefully there will be further gains right across the board. I will not be posting pictures of the head or valve sizing, but those that know me, know I don't bullshit. Shows what can be achieved through stock port sizing. Enlarging the ports would improve the high lift figures in a four barrel or individual runner carb set up but that is not the design brief for this head. Can't wait to get it home and flow it with the new inlet manifold.

Yeah mate real happy. They perform really well as cast but with a few minor touches on the high speed side of the port face they really take off. To date that is all we have done to them. I'm sure there is more in them but I'm reluctant to play too much. To answer your question about how many are out there - Not as many as I or Mark would like. lol. Most people are happy to pay someone $1500 for a cut and shut manifold that has not been tested but they seem to balk at considerably less than that for a manifold that has tried and proven results. I don't understand it myself. Guess its just human nature.

$1500 cut and shut manifold prior. New manifold after.

Spot on. Low lift figures create the acceleration required to overcome the restriction in the manifold. More duration on the cam also helps, more time for air fuel to enter equals more power. Boys ran their race car up on the dyno yesterday with the new manifold fitted. 25hp gain and they were still pulling fuel out of it. They ran out of jets at 12.1 AFR so there is still plenty in it. Another happy customer.

I will post flow figures as soon as I get them. The head is getting flowed down here (Brisbane) so I will not be comparing apples with apples but it should be close. The manifold restriction is the issue and the reason to stay well below .600" lift on these packages. The springs needed to run over .600 are just a waste of pushrod effort and hurt horsepower like you would not believe. This is an area that people often overlook in making power and torque. Bigger is not better. I can speak to Mark and see if I can get a manifold for you real cheap so that we can do some serious flow bench testing on it if you are interested? On the subject of cams would be interesting to contact the cam companies and see if you could get a flat tappet grind to suit those low lift figures. Something with the most aggressive ramp rate possible on a flat tappet cam would be good.

I just know this stuff yodda. Nah I just guess. I'm a backyarder after all. well enough thread highjacking. should have my new head flow figures by the end of this week.

More lift and tighter lobe sep will really hurt that package on a two barrel but Rob. The one they have is pretty close to ideal and with the new head and carb old mate will get a nice kick in the pants.