cleaning up the slant six head
With Chebby's in particular the intake gaskets are all over the map. I'm not so sure this is the case with the /. There's likely to be minor variations, but with the thermal issue that I just mentioned I'm not sure "perfect" is ever achievable. "Close" is probably as good as it gets.
If you want perfect you're going to have to be able to get everything up to operating temp, and then look at how it all fits and aligns. At one of my former positions we had to do exactly that with a severely modified turbocharger that we built. We had to know what it did under thermal load, we even had to thermally load it and then drive it past it's service RPM limit and deliberately fail the turbine wheel to test our turbine scroll's ability to contain such a catastrophic event. To do this we built a combustion chamber that turned the turbo into a very fuel consumptive, extremely poor performing gas turbine engine. The compressor fed the combustion chamber into which we injected diesel at a varying rate. This turned the turbine wheel. With it we could raise the temperature of the test cell, about the size of a small bedroom, from ~70°F to ~90°F in about 10 minutes. Doing this had the turbine scroll orange-hot and an 8 hour run consumed a 55 gallon drum of diesel.
This is an early picture of testing the test stand. Virtually none of the component systems look like that now.
Starting it using a leaf blower to spin the compressor wheel:
Needless to say this was an expensive and time consuming project. I worked on that stand full time testing, tuning, and tweaking it for about 2 years.
Looking at the Offy intake it suffers from the same differential port length problem that my Clifford has. My own interest in the Hurricane manifold is hoped for better mixture distribution in a wet-flow intake.
"Cinch" btw.
Given the way that the manifolds are supposed to "slide" across the gasket as they expand and contract with heat the ports will only ever be in perfect alignment at one specific temperature.
With Chebby's in particular the intake gaskets are all over the map. I'm not so sure this is the case with the /. There's likely to be minor variations, but with the thermal issue that I just mentioned I'm not sure "perfect" is ever achievable. "Close" is probably as good as it gets.
If you want perfect you're going to have to be able to get everything up to operating temp, and then look at how it all fits and aligns. At one of my former positions we had to do exactly that with a severely modified turbocharger that we built. We had to know what it did under thermal load, we even had to thermally load it and then drive it past it's service RPM limit and deliberately fail the turbine wheel to test our turbine scroll's ability to contain such a catastrophic event. To do this we built a combustion chamber that turned the turbo into a very fuel consumptive, extremely poor performing gas turbine engine. The compressor fed the combustion chamber into which we injected diesel at a varying rate. This turned the turbine wheel. With it we could raise the temperature of the test cell, about the size of a small bedroom, from ~70°F to ~90°F in about 10 minutes. Doing this had the turbine scroll orange-hot and an 8 hour run consumed a 55 gallon drum of diesel.
This is an early picture of testing the test stand. Virtually none of the component systems look like that now.
Starting it using a leaf blower to spin the compressor wheel:
Needless to say this was an expensive and time consuming project. I worked on that stand full time testing, tuning, and tweaking it for about 2 years.
Looking at the Offy intake it suffers from the same differential port length problem that my Clifford has. My own interest in the Hurricane manifold is hoped for better mixture distribution in a wet-flow intake.
And then you'll be unique, just like everyone else.
"Cinch" btw.
