There's an old post floating around on this subject, but I didn't see many replies from people who had actually used Hughes' ported intake manifolds. I'd like to know if anyone can provide results seen on the track or dyno from switching to one of their intakes.

I'n particular, I'm interested how one of their reworked Victor intakes would work w/ a set of their CNC Victor heads, considering how much material will be required to open up an OOB intake simply to match the heads' 2.40" x 1.30" entry size. Still not 100% sure I could close the hood w/ a Victor intake on those heads, though...

ist that service like $600

It depends on the level of work done. Their "Stage 1" option for a Victor intake adds about $300 to the intake cost, IIRC.

I made the mistake ( IMO ) of having my Victor port matched by Hughes for $100. ( bought heads and the manifold from them at the same time ). They went in the manifold runners about an inch or so. When I started fitting things to my block, I had to redo them a little for a good match. It was a waist of $100. I could have easily done the work myself ( had to anyway ) in a few hours. I'm sure you are talking about having the entire manifold done. I just have a hard time believing their claims unless they can do the manifold and heads together - as one unit - or the manifold is really screwed / mismatched.

First off I have no comment on Hughes, never had them do anything for me or know anyone who has. However I have been around a number or ported intakes and have seen very mixed results. I have also done a few over the years and IMO to do it right takes time, a lot of time.

I think if you ask the guys who know what they are doing porting intakes about cost I would be willing to bet more often that not they will tell you they do not charge enough for the service. To do it properly will take more hours than most of those guys would charge an a strict hourly basis. I know $4-600 seems to be the going rate most charge. Knowing the amount of time it takes to do it properly I dont think they consider it a huge profit generating cost center.

Another important question is do you even need it done? For instance my intake is out of the box except for converting the port opening to oval to match the heads. My POS seems to make decent power with an unported intake. BTW woudl like ot hear more about the back to back testing. Weather conditions etc to quantify the results. Really should be A-B-A testing IMO to get a more accurate test. Im just saying.

I agree with Al, it's not a money maker and although I have done some manifolds for friends and clients before, it's both Labor and Materials intensive work.

I wouldn't fuss too much about a 100.00 port match, you said yourself it takes a couple hours, not to mention jigging it up and positioning lights several times to get the correct angles just to see and do the work properly.

A full-on SD takes me about 3 hours to do a port match and perform all the plenum mods to, the 440 2D takes probably closer to 5, the 340 Victor I'm working on now I've already got 2 1/2 in and I'm not done yet, it adds up. B/RB M1s need several different length bits just to work the sweeping runners. And many of the mods that look "easy" at a glance really aren't, particularly runner dividers. And on dual planes much of the subtle radius work that picks up the flow really can't even be seen readily, but it's there.

And all this is not to mention the clean-up afterwards and masks etc. I could probably cast a hemi block with all the shavings I've swept/vacuumed up over the years.

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I just have a hard time believing their claims unless they can do the manifold and heads together - as one unit - or the manifold is really screwed / mismatched.

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The only way you can port match an intake to the heads, is after
a mock up, careful measuring and knowing how to accurately transfer
the intake entrance on the head to the manifold.

People often (and in error) call gasket matching, port matching.

Dave Hughes knows the difference. He taught me how to do it.

BTW, it takes a looooong time to fully port an intake manifold.

VIC 340

Holley Strip Dominator

Well you can just straight up gasket match and intake but it ain't gonna be port matched by no means!!! What I do is slightly stick the gasket to the head where the gasket perfectly matches the intake runner then put some rtv or whatever on the intake side and bolt her down and let set for a good while and just pull the intake off and you got your "template" for the "port match "

I saved an article on three ported sb chevy intakes. Large improvements in flow were achieved over the stock intakes. Then the intakes were bolted to a head and flowed again. Finally, they were dyno tested. I wasn't particularly impressed with the results. The ported Perf RPM made less power at 6000 rpm and under than the OOTB intake. Here's the final page: http://www.hotrod.com/techarticles/engine/hrdp_0802_chevy_intake_manifold_porting/dyno_results.html

RyanJ did a really nice job on an intake for the 427 small block that I did earlier this year.

I had Hughes do a stage 1 on my Super Victor and it seem'd to help, I really need to do a full on port job on it to get it to work where I need it to,,,it still never has worked as good as my un-ported Indy even with the mismatched port's, which will be fixed this winter and re-installed for next season.

Doctor J's Performance in Cal has specialized in this service, also.
I have never used their stuff, but I have seen them in a few Engine Masters builds.

http://www.j-performance.com/index.php?option=com_content&task=view&id=19

Edelbrock Victor 440 BB Chrysler part # 2954

As Cast - - Dr J's Ported
(runners cfm) (runners cfm)
CFM Gains
(1) 286 --- (1) 312 + 26 cfm
(3) 282 --- (3) 314 + 32 cfm
(5) 296 --- (5) 321 + 25 cfm
(7) 284 --- (7) 284 + 28 cfm

(2) 284 --- (2) 320 + 36 cfm
(4) 291 --- (4) 314 + 23 cfm
(6) 286 --- (6) 314 + 28 cfm
(8) 283 --- (8) 314 + 31 cfm

* Full Plenum porting no gasket match
* intake flow test at 28 inches


*
*
*
Mopar RB Stage 6 #P4532758

As Cast ---- Dr J's Ported
(runners cfm) (runners cfm)
CFM Gains
(1) 353 --- (1) 400 + 53 cfm
(3) 355 --- (3) 404 + 49 cfm
(5) 364 ----(5) 418 + 54 cfm
(7) 362 ----(7) 414 + 52 cfm

(2) 360 ----(2) 405 + 45 cfm
(4) 363 ---(4) 413 + 50 cfm
(6) 350 --- (6) 403 + 53 cfm
(8) 358 ---(8) 405 + 47 cfm

* Full Plenum porting gasket match to Max Wedge
* intake flow test at 28 inches

I don't think porting a modern "performance" intake is really all that necessary and many get mixed results. Unless the intake is overly restrictive for the combination, porting usually shows significant losses in low/mid range torque. When it comes to intake flow I think the design and LENGTH of the runners is what counts way before flow ever comes into the equation. When in doubt check it on a dyno I have. J.Rob
http://skmfxengines.blogspot.com/