Looks like it's hurricane season around here!

Ok, the Redding race is a week away so it must be a good time to start thrashing on my race car!

I have had a "loaner" Hurricane intake for a number of months and already did a lot of evaluation work and gave some lay-out feedback to the Auzzyspeed people who make these manifolds.

Over-all, it's a nice casting but it needs a few things to make it a bit more "installer friendly".
This photo shows areas I built-up in clay, showing where they should add metal. This is done to make pads that can be drilled and tapped for mounting on linkage brackets.



The mounting "ears" at the ends of the runners also needed some work.
I suggested that the spanner washer mounting "cuts" be increased in size.
The thick boss intended for NOS or EFI injectors should be increased in size to allow for the bigger FI injector o-ring counter bores. This additional metal can be added to the non-mounting washer side of the runner. (red lines)





This photo shows the addition of NOS Fogger nozzle holes and the grinding work needed to make clearance for the spanner washers and nuts. When I did my engine in car install, I noticed that I should have ground the top edge of the runner, a little further up, so I have more room to get the washer started onto the studs, then slid them down to the mounting face.



The current bosses have enough material for my N2O nozzles but I did have to grind the outer sides of the port openings so they fit between my Dutra Dual exhaust manifolds. ( you can see the end of a nozzle in the top left corner)



I drilled and tapped into a couple of thick areas so I would have a place to bolt a throttle cable bracket. Kickdown will have to be a cable and more special brackets.





OK, so much for manifold prep, let's do the swap.
The testing will be done on my 62 Lancer which is current running the "Raquel" engine. (See Link)
http://www.slantsix.org/forum/viewtopic.php?t=26159


The current intake is a Dutra Hyper-Pak with a divided plenum and a 750 Edelbrock carb. Best times are 14.24 on the engine and 12.77 with a 80 HP shot of N2O.
This is our "baseline".



Here is a photo of Raquel, with her top off. Note the nice pair of Dutra Duals.



The good news, the light film of high temp silicon sealer I used between the gasket and the old manifold allowed it to be removed without ripping the gasket. The bad news... my set-back engine and the turbo flange on the rear Dutra manifold made the lower rear mounting nut, next to impossible to remove with the engine in the car. I need to do some clearance grinding on that rear exhaust manifold before installing the new intake.

I did a couple of trial fits, did some additional grinding and layed-out my linkage brackets, then mounted the new manifold.





So far... so good. The lower rear mounting nut was still a PITA even after I made more clearance but I got it on there. We did get the carb. installed and did basic connections, then ran out of time. I should finish-up the install today and will report back with my start-up observations.
DD

so.....can I use the Dutra at Redding?

Cool beans Doug. Looks like a fair bit of work. The bracketry would be nice as part of the Manifold Kit.

_________________
Yeah....Im the one who destroyed this rare, vintage automobile.....

Doc you made my day! Big thanks to Stone for lending his baby for the experiment. Can't wait for results.

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66 Lil' Red Piggie Valiant (Mater Crusher) - Thanks Zilla!!!!! 72 Demon (Number 1 Son's)

It runs!

Spent all day doing linkage brackets... and I still do not like the way the gas peddle feels, it's too stiff.

Here is what the finished set-up looks like:




The good news, the car started right up and idled the same as the H-pak.
We took it onto the street... with uncapped exhaust, hit the gas and got a slight stumble... then 20 feet of posi scratch.
I need to stick my little muffler on before doing more street testing.

I will need to fuss with the linkage some more... I am not happy with it.
Stay tuned...
DD

God that looks like a linkage mount that I would create. Except where are all the Ty-wraps??????
Frank

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Scrapple: Because a mind is a terrible thing to waste.
73 Duster - Race Car
66 Dart Wagon - DD
178" FED
82 D150
All Slant powered

I'm looking forward to the results! If I'm reading correctly, the only change will be the intake? These are the best type of tests.

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11.02 @ 120.56
http://www.youtube.com/watch?v=EAxRmoDgsdY
Chassis dyno
http://www.youtube.com/watch?v=wd6hFGzLJMc

Sounds like the new manifold fixed the distribution issues with hyperpak and crazy torque.

I'm happy and keep writing the updates.

Cheers, Wizard

Yes... the goal is to do a true "back to back" test with the only change being the intake manifold.

The biggest difference between the two manifolds is carb oreantation, the H-pak had the carb mounted sideways and the Hurricane mounts it front to back.

My "Rube Goldburg" kickdown linkage may also be a factor but I will have a "plan B" at the dragstrip... dis-connect and wire it wide open.
DD

Doc, after you put it through the ringer, it would be interesting to get your advice on what other performance parts (cam etc) would best compliment the Hurricane intake. Thanks for testing this new product from down under!

_________________
66 Lil' Red Piggie Valiant (Mater Crusher) - Thanks Zilla!!!!! 72 Demon (Number 1 Son's)

We tested the Hurricane manifold at Redding last weekend and our best time was 12.86 @ 104.60 mph.
As suspected, that is pretty close to what the car did in Vegas a couple of months back.

Here is the problem, this manifold has a bigger plenum area and shorter runners so in my dragstrip situation, the off-the-line start has a lean-out "bog"... and you can feel some "softness" as the car covers the first 60 feet and gets onto the rpms. My best 60 foot time was a 1.86 with the Hurricane and 1.78 with the H-pak.
People who know drag racing, especially bracket racing... know how important it is to leave the starting line "clean and quick" and that is not happening with the Hurricane.

Once the car gets moving, this manifold seems to pull a little better in the high end. I was able to rev the engine to 6200 on one run, with-out it falling off. Based on that, I bumped my shift point up from 5800 to 6000 and ran the combo that way all weekend.

In summary, I think I could cover-up some of the off the line bog and soft start with more accelerator pump shot (bigger squirters) but I dont't have time for that. With another points race coming-up next weekend, this manifold comes off and my H-pak goes back on... mostly becase the cable kickdown linkage is also giving me inconsistancy. (a stiff throttle)

I will post some additional photos once I get them up-loaded from my camera.
DD

Nice report.

_________________
Yeah....Im the one who destroyed this rare, vintage automobile.....

Thanks Doc!

_________________
66 Lil' Red Piggie Valiant (Mater Crusher) - Thanks Zilla!!!!! 72 Demon (Number 1 Son's)

Sounds like a perfect intake for a Holley 500 2bbl with the 50 cc accel pump, and a great intake for the road course.

I am gathering folks for a group buy, so if anyone wants one I'll be calling Aussiespeed fairly soon.

Lou

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Home of Slant6-powered fun machines since 1988

Thanks for the info Doug. Kinda sounds like half a dozen of one, 6 of the other.

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Official Cookie and Mater Tormentor.

This manifold will work well in other applications, where you are already in the throttle... and I could likely get it to work in an "off idle" situation, with some tuning work. I just don't want to mess with it at this moment for the following reasons:
- I do not own the manifold I am using for this test. (drill & weld)
- I would like the "next gen" where additional linkage bolt bosses are added. (Lou, please ask about this if you call)
- I have my other set-up all together in a box, so swapping back is pretty easy.

I have seen the big plenum "sag" problem before, when testing the reproduced Hyper-Pak units. The first "Fat Pak" units were like this, they have too much volume to fill with a standard accelerator pump shot.
This led me to change the H-pak back to a smaller runner size and to divide the plenum on a number of units.

Here is a photo showing the back side of the two manifolds, the red lines show where the runner wall are. (and end)



My guess is that the Hurricane has about 25% more plenum area then the H-pak.
This photo shows the H-pak manifold runners walls and how they extend way up, right to the carb opening. It has 14 to 15 inches of runner length, compared to 10-11" on the Hurricane.



You can also see the plenum divider and my recent grinding activity.... as I try to get the distribution even better.
DD