I had a look at my sideplates tonight and noticed there shouldn't be anything keeping me from making one giant port out of my intake ports. Does anyone know for a fact that this will work? It doesn't seem like i can grind much of the seperate ports before i'd hit a water passage.

 

Hi.It is possible.

I could post a pic of one,if you want.

Its a edited pic ,but the actual housings do excist.I just dont have a digi cam to take pics of it.

 

I've seen it done on track cars. It's not very streetable.

 

Well.I have compared it to 12a MFR engine,and to be honest...the MFR is much more streetable!!

Reliability is about a -5 :-)

 

People also say Bridge-Porting isn't streetable yet there are people on here with Bridge-Ported street cars.

 

I suppose it really depends on what you call "streetable". 4 mpg? Nothing below 5k? etc etc.

 

I wonder what this porting is called?

 

your stock starter probably can't spin the engine fast enough for it to start... expect the engine to last 5-10k miles, tops,.. 5-10mpg. powerband starts at 7000RPM and keeps going till something breaks... are you sure you want something this crazy?

 

I suppose it's all in the eye of the beholder, but personally, anything that can't idle below 2000rpm and is grouchy below 4000 isn't very streetable.

 

It wouldn't be raced too much so i'd expect closer to 40k miles out of it. I may not go to the extreme of turning them into one huge port, but definately close the gap between them considerablely.

 

We call it a Monster port in South Africa.I dont think the starter would be able to spin it fast enough ,like Terrh said.

It will have to be push started. Max hp will be around 11500...i cant remember exactly.

If you dont mind frequent rebuilds,then it is a option.I wouldnt suggest traffic with it though.

 

lets see ome pics i was thinking about that recently and drew it out and everything.

 

I sent you a PM Hyper4mance2k

 

what would be so unreliable about it, it isnt like there would be a bridge to break like in a b/p and if a p/p can idle at 1000rpms im sure this can too

 

if you do it right ... there's nothing wrong with it. the engine starts fine. the engine runs fine. gas mileage? pish posh - that's something you'll have to decide for yourself as you clean semen from the headliner.

my friend put a "siamesed"-streetport in his '87 (and ran it with a Holley) it was the second-fastest Gen II i've ever driven. PERIOD! i can't speak on longevity because he sold it to buy his '83 - but we did see the car racing in Brooklyn a few times after that and it ran just as strong as when he had it.

however ... let me repeat ... it will work IF you do it right.

 

If you could message me on AOL/AIM sometime diabolical1 i really need to speak to someone with a little expirence in this porting procedure and what to expect. AIM name is in my profile.

 

i got rid of that AOL-stuff ...
i PM'd you my e-mail address.

 

Hyper4mance2k : Here is the pics of the monsterport.

 

Blake Qually joined the 5th and 6th ports together into one big port and but a huge streetport ontop of it. That was for $2001 GRM challenge memory serving. Made good power and had rough idle, I would imagine it had intake/exhaust overlap.

FWIW My 12a J-bridge idles @1800rpms and could idle at 1500 but it would studder. 1800 is a nice lope. Motor kicks and bucks under 4000rpms. Add in 11mpg on the street (If I drove it on the street). I wouldn't call that streetable but some people can live with it.

A nice turbo upgrade would have more power potential and better reliability and MPG than a bridge.

 

The best way to make "large" ports more driveable is fuel injection. My friends Rx-3 has a 13Bpp with EFI and that thing can cruise around as low as 2000rpm. With a Weber it would buck around like crazy. None of this "only makes power after 7000rpm" bullshit people go on about either. Pulls great from low rpm all the way to an 11sec 1/4 on slicks! That's with a reasonable rev limit as well because it's a steel seal engine (built for n2o).

 

EFI lets you tune throughout the rev range, a Weber is more limited in where in the rev range the mixture and flow are optimal. A dual stage carb helps to increase the rev range drive-ability too.

 

EFI lets you tine throughout the rev range, a Weber is more limited in where in the rev range the mixture and flow are optimal. A dual stage carb helps to increase the rev range drive-ability too.

 

Agreed. My full J-bridge pulls hard from idle. It makes peak torque @ 7000rpms and therefore pulls real strong at 7k, and makes peak horsepower @ 8800rpms. Ceramic apex seals.

 

The motor is EFI, not carbed. I will also be using the stock apex seals.

 

Bigger is not always better!!! Too many people make this mistake too often. Disappointment usually follows. People like to try to use the stock efi with some wild porting styles and then wonder why they don't run properly. People also try to use stock intake manifolds for these engines and the same thing happens. The way to go fast is not to make everything bigger. It is to make everything as big as possible while still being able to work with everything else in the system and then still be driven the way that person want it to be. A race car will never be a good car for the street unless you soften it up and tame it for the street. Then it can't be a race car anymore. Get REALISTIC expectations. What do you want the car to do is the first question. Street, track? Many people say they want a part time track car and then set it up around the track when 99% of their driving is still street driving. You don't want a streetable track car, you want a trackable street car. I'm not saying this is aimed at anyone in particular. It is just a general statement. Now to get back to why you don't want a big port.

While it is called a "monster port" in some parts of the world, the thing that should be remembered is that for a daily driven, I need good gas mileage, drive mostly below 4000 rpms, inspection passing, needs mufflers, car, this port style should be know as "a complete waste of time and money". That was one hell of a sentence! You need to understand how airflow through a 6 port engine works before you try this style. On the outer housings of the engine there are 2 seperate runners feeding the 2 ports. When the upper port is closed, all the air is forced to go through the lower runner. This gives good low end power. When both ports open we not only have more runner and port area but longer port timing as well which gives good high end. OK so this is nothing new. When the rotor turns and closes off the lower port, as in the low rpm range, all the remaining air is forced through this uper runner and port. It gets a ramcharge from the inertial velocity of the air in the runners being forced through the smaller area. What happens if you hog this out to one big port? The gain is gone. Yes the port can physically flow better but the velocity of the air is so affected that there will be no acceleration in the runner as the port closes. The port runner area in the end housings themselves is also so large that it is bigger than the area of the runners in the manifold. Now you have another big decrease in air velocity before it gets to the engine. These phenomenon when combined are why the engine doesn't make any real power until high in the powerband. The car can be made to start and idle just fine but the average power throughout the usable powerband is going to be less than the car had stock. By the time the engine gets high enough in rpms to make really good power, you are out of gearing and at the streetcars redline. How streetable is a car that has less average power and worse gas mileage? It CAN be driven on the street but should it? This might be fine on a turbocharged drag only car but just doesn't cut it from the practicality standpoint. The thing to remember is that "every little thing" only helps if it was hurting you in the first place. You can gets tons more power out of the stock ported engine by changing the exhaust, intake, computer/carb. This is proof enough that the car isn't using the stock ports potential so why make them larger? Make them larger when they will benefit the most and even then only as large as is necessary. Velocity over volume is the golden rule.