Who does intake porting these days? Considering getting my M1 single plane intake ported and don't know anyone other than Wilson that quickly comes to mind. May not be worth it for what I am doing,but it doesn't hurt.

Kinda looking for a flow improvement without a $$$$ price tag.I know you get what you pay for,just looking for reasonable gains and reasonable pricing if such a thing exists.

Thanks and let the beating commence.

Big or small block? What does the combination run now? How much hood clearance do you have? Tested any spacers? What sort of $ do you want to spend and what type of gains are you expecting for the $?

It will be for a big block stroker.Pump gas with cnc ported edelbrock heads in an A body. Not built so no times( Has a mild 440 so nothing in it will be carried over).Preparing for the future.I have a hole in the hood so clearance is fine. I do have a tapered 4 hole spacer that may get tested with it.

I don't know what to expect with our inflation rate what it is and quality work isn't cheap.I get it. I would say I don't want the intake to be the restriction compared to the heads. Any port matching,plenum mods,etc to smooth and increase airflow would be what I am looking for. Doesn't have to swallow golf balls.

I am open to recommendations and personal experience.

Brad might be able to get into his “way back machine” and find some results from a stock vs modified M1 single plane test.
I don’t recall how modified the non-stock one was though.



It would generally depend on how you tested it, to establish how much of a restriction is there.

Any time I’ve put a cast single plane manifold on a head and tested it on the flow bench, the flow goes down.
If you tested the intake on its own, it could very well flow a higher number than the head by itself.

Is that the M1 single plane with the Thermoquad carb pad? If so, I'd probably sell it and buy a different intake. Especially if you have a hole in the hood and can run a taller intake. The Trick Flow intake is probably your best bet with the Victor intake a runner up.

The M1 4500 intake is a good intake but hard to find. I'd spend money porting one of them but I wouldn't bother porting the street version with the TQ carb pad. I had Wilson port my M1 4500 intake and it made big power on my low deck 470 engine. The TF intake made less power but cost a lot less too.

I'd have to go on a treasure hunt to locate my M1 stock vs modified intake tests cuz I don't recall where that stuff is now. But to Dwayne's point, any time I've added an intake to a head on the flow bench, the intake always dropped the head-alone flow numbers a bit... some more than others.

The question about the hood clearance was for the same reason as Andy commented: if you don't have a hood clearance issue, switching intakes (Trick Flow or mildly modded Victor) will likely get as much of an improvement as putting $ into porting a 4150-type M1 intake. You could drop $500+ in porting labor and maybe pick up 10 HP, or you could drop $500 on a different intake and probably pick up just as much, plus you can sell the M1 to recoup some of the cost. A full-blown porting job from Wilson is gonna be 3 or 4 times that much, but they'll probably get everything out of the intake that's possible.

Brad, what was your best ET with the M1?

Another thing with regards to the hood clearance situation is…….which may or may not come into play on a particular combo, is………
The M1 single plane has the tipped/angled carb pad, so the carb is level with the ground with the engine sitting in stock mounts.

The Victor and TF intakes are not angled, so the carb pad is parallel to the crank.

Going by memory... ported with a 1" Super Sucker spacer... squeaked into the 10.5s

Chad Speier at Speier Racing Heads still does a lot of intakes I believe

Chopper Scott on Yellow Bullet seems to do some nice work as well.

Scott Foxwell from Foxwell Motorsport also does nice work.

Right or wrong, I made a adapter for my bench to bolt the carb pad to then duct tape closed all the runners except the one I am working on. I do most of my work with it pulling on the runner but also push through it at times along the way also. That being said though I run an unported m1 on a stock headed 509 cam 10 to one 440 and its been low 11.20's with a 750 double pumper and a 2 inch spacer. I think the intake works pretty good. I say just gasket match it and run it. I also agree that no mater how good the intake is, it has always cut flow of the head. Some less than others but still did.

Hughes seems to still be doing it. That seems a reasonably priced initial step. S/F...Ken M

And my response to that is…….. how bad can they be?

I would like to find a good porter as well. Larry Smith (RIP) passed away earlier in the year, his work on my M1 '337 was impeccable

I had Hughes do their deep port match to several intakes years ago. Have one,sold one (dummy),and one was on my Polara when I sold it 3 years ago (bigger dummy). Last time I talked to Hughes their machinist had quit.

I figure picking up 20 or 30 cfm should help everywhere.Maybe that is unrealistic??

I have two or three I wouldn't mind doing but money doesn't grow on any trees in my yard.

The trick flow/victor may have been the smart move. It could be a test for later on switching to one after the M1 for any gains.

Bobby,I wish I had kept the Indy 440-2D I sold you years ago.It would be interesting to see how it compares.

I appreciate the knowledge guys.

I could be mistaken but I think their porter retired.

Well, you asked for it so, good work costs money. You could do it yourself. There are a few good pics on this site on different manifolds to show what works. Personally for me, it takes me a lot of time to do this work. And no offense but generally people still think similar to you where they don't want to spend the money. What has been said in this post by a few is it's likely a manifold that requires very little work as delivered, will work for your application. Some manifolds as delivered with extensive work will be the best while some out of the box will be better but lack the design and material to be 'the best'. I'd start over and ask the question; "which manifold would Moparts recommend for my application."

Just from my experience porting intake manifolds a good designed single plane intake has a few basic improvements possible from porting. Main one is keeping the fuel and air mixed not letting fuel puddle out of the air stream, that is usually accomplished by texturing the intake runners especially the floor of the plenum. Second improvement you may see is blending to stop turbulence where the air has to turn to go down the runners. Uless there is casting irregularities most intakes are pretty good in this respect. finally, a good intake runner has some slight taper built into to increase velocity of the air into the head. If you are not careful in porting a runner and mess with this taper you can screw the intake, air hates to speed up and then slow down, the volume of the runners including in the head should not increase and decrease in cross sectional area. With complicated shapes like heads and runners this is tricky sometimes.
On dual plane intakes I have done some work where class rules dictate the use of a dual plane intake, the flow through the runners is never the same with a dual plane, again texturing works to keep fuel suspended, but you can almost never get the flow equalized between runners only improve it. Increasing the plenum area is the most common thing to do. Illustration is of a perfect port if nothing was in the way to make it.

I still have the 440-2D , I spent about 80% of the time porting the lower plenum, I'm not sure you ever noticed but there was actually a casting flaw (a void "hole" slightly larger than the diameter of a Sharpie) deep inside (I think?) the #6 roof through to the #8 floor but I epoxied it up when I ported it. You are free to borrow it back if you want to try it but of course I'd like to have it back for a future build.

What size motor and what compression and head are you running?