Re: Fw: New Poly Wind Tunnel Intake Manifold report from my foundry visit

[Jimmy Peavy <peaver63@xxxxxxxxx>]

They look good. Very good.



On 3/10/14, Gary Pavlovich <glpavlovich@xxxxxxx> wrote:
> More pics to come.
>
> From: Gary Pavlovich
> Sent: Monday, March 10, 2014 12:59 AM
> To: 1962to1965mopars@xxxxxxxxxxxxxxxx ;
> Cc:
> Subject: Re: New Poly Wind Tunnel Intake Manifold report from my foundry
> visit
>
> Randy and all "Polyheads,"
>
> We are approx. 3-4wks. away from our first machined intake to test fit and
> inspect.  I was at the foundry last Wed. with my checklist and inspected the
> first raw/un-machined casting.  A "first pour" is done to check core box and
> casting alignment.  After any necessary adjustments are made to remedy thin
> spots or holes in the first castings then subsequent pouring is done for two
> to three more manifolds to be inspected for integrity & alignment before
> sending off to the final machining process where jigs are set up.  The jigs
> set up for final machining is the last step to "refine" and ready the
> intakes for installation on my test engine for fit and finish.
> I have attached some pictures of the first rough casting with all its
> imperfections and extra casting material & slag that gave us the necessary
> info. so we can adjust the casting for a perfectly aligned pour of
> subsequent manifolds which are being done this week.  The next set of fresh
> pours will be after the core box alignment and will remedy any of the slag
> and casting pour "holes" in the water crossover ports...but meanwhile the
> final jig boxes are being created so they will be ready to final machine
> these newly poured manifolds.
>
> Javier and I took copious measurements of the existing manifold height and
> test fit a drop base air cleaner with Holley carb (went perfect) and will
> need to test fit the electric choke style Edelbrock carb for proper
> clearances on my next visit to the foundry within a week or so.  I cannot
> tell the exact height of the manifold till we remove the extra 1/2" or so of
> casting material from the base plate and approx. 1/4" extra material off the
> carb pad.  Once that is done, I will have final spec measurements to know
> what style & amount of drop is required for the air cleaner base and our air
> cleaner element options (2", 2.5", or 3"max) before actual test fitting
> under the hood of one of our Mail List member's Poly equipped Mopar(s).
> Heads-up; if anyone in the Southern California area would like to volunteer
> their 1962-66 Mopar for the test fit and install please e-mail me off-list
> and I will keep you on file till the manifold is ready.
> Thanks again to all who sent me your underhood height and Poly deck to hood
> measurements as this was very helpful and verified the data I acquired from
> my Poly manifold measurements  but we do need an actual install to make sure
> this superlative intake fits properly.  Javier designed the new Poly intake
> for PERFORMANCE with little to no compromise and the only constraint was to
> make sure it fits under the hood of our 1962-66 Mopars.  Therefore, I am
> sticking my nose into the project to try make sure (to the best of my
> ability) that we get what we paid for and from all I have seen thus far, we
> are in for a real treat.
>
> All the factory hookups are/will be in place just like the factory cast iron
> Poly intake but with improvements and options.  I brought an aftermarket and
> OEM water temp sending unit with long and short probe to make sure we can
> accommodate both styles into the water crossover passage without bottoming
> out like it does in the factory Poly intake and Weiand intakes.  The new
> manifold water crossover port is tall and deep and the orifice is a larger
> diameter to allow the use of longer probes in aftermarket gauge sending unit
> packages as well OEM replacement sending units.
>
> The water crossover ports are virtually the same high and sloping design as
> the intake runners and blend beautifully into the runner layout array so you
> don't immediately recognize them as crossover ports - which is visually
> appealing as well as functionally brilliant on the part of Javier at Foundry
> Works Inc.  Because the tall crossover ports are actually separate
> tube/runners and do not share the front two intake runner walls, we have a
> much cooler fuel charge from zero radiant water heat transfer combined with
> the wind tunnel effect.
>
> The one heater hose connection has been relocated from the original driver
> side position to the passenger side water crossover port (and slightly
> angled) to allow for a shorter, easier, and common sense approach to heater
> hose hookup while still allowing for interference free fuel line routing.
>
> All previous water bypass hose hookup problems such as kinking and binding
> should be eliminated due to the higher water neck outlet base location.  The
> OEM bypass hose appears to fit like a glove from the water pump outlet tube
> and may allow for other non-molded hose applications that are less expensive
> and easier to obtain - I will trial fit some other hose options as we
> progress.
>
> We are exploring optional water neck outlet shapes and manufacturers to make
> the upper radiator hose transition easier as well.  It may be possible to
> use the non-molded upper radiator hoses like the flex/ribbed hose and add
> the myriad of attractive/custom sleeves over it to enhance the "performance"
> or "custom" look...although beauty is in the eye of the beholder and I will
> try to concentrate on what fits best and is easiest to obtain.  I know these
> kind of attendant parts are usually left for the intake buyers to "figure
> out" but since myself, like all of you, am also a purchaser I want the
> transition to a High Performance Poly manifold to have a shorter install
> learning curve if possible.  What I learn I will pass along to you.
>
> The requisite vacuum port is relegated to the driver side rear port runner
> for use with vacuum gauges and other probe devices needing a ported vacuum
> source.
>
> All the intake runners, as promised, are matched, elevated, and purposefully
> formed to deliver a direct shot of air-fuel charge directly to the back of
> the Poly intake valves in the heads.  The runners are tapered and sculpted
> for improved velocity and create sufficient manifold pressure to prevent
> intake charge reversion/pollution and will subsequently create no CFM
> impedance to highly ported CNC chambered Poly heads like Gregg Hekimian
> Racing and Scott Glover have made available to us.  Additionally, the
> runners are cast thick to allow for porting and port matching to all stock
> and/or ported Poly heads as the exit flange openings match the stock gasket
> dimensions.
> Because the intake runners as well as the water crossover ports arch high
> above the valley plate we will have a true "wind tunnel" effect that
> dramatically cools the intake charge for more horsepower and torque.
> Thus I recommended a name change and description to Roland of our/your New
> intake from "airgap" to WIND TUNNEL, because that's exactly what it is.
>
> Under the Holley/Edelbrock carb pad is a ribbed plenum floor to enhance fuel
> tumbling and mixture improvements for more power.  The plenum floor opens
> wider with a slight bulge on either side of the dual plane divider for
> vastly increased plenum volume over the factory and aftermarket Poly intakes
> for instant fuel supply in stock and High Performance requirements.  If high
> RPM or Stroker Poly operation requires more plenum area, the divider can be
> milled down to satisfy the most stringent performance demands.  This
> manifold IS a performance piece but it is not designed to be a slouch on a
> bone-stock Poly engine either.  I repeatedly asked Javier if his manifold
> design will work equally well on a stock Poly and be an improvement over the
> factory options and his answer was "absolutely." After seeing this first
> rough casting I have no reason to doubt and it can only get better with the
> final product in hand.
> The characteristics of a dual plane manifold and appropriately sized runner
> & plenum volume is designed by Javier of Foundry Works to run well on a
> stock stroke, stock-cammed Poly passenger car or truck engine but I think
> that all trucks, Panel Wagons, and Power Wagons with a stock Poly will
> thoroughly enjoy this torque-enhancing intake; but add a High Performance
> Poly Camshaft and other power mods and this will be one fine ride.
>
> You are not too late to order the new Poly intake manifold if you haven't
> already done so. I can help with your order at the special "pre-order" price
> of $399 + applicable shipping to anyone in the U.S., CANADA, AU, NZ, UK, and
> all overseas locations when you are ready.
> This new intake design is superior to all the old Poly intakes and will
> build much more HP & Torque. New Poly finned aluminum valve covers,
> raw/unpolished castings - with or without various "logos," are $359 to 379 +
> applicable shpg. Polishing of the valve covers is optional and available for
> $129.  Additionally, thermal coatings and polished coatings & finishes for
> that "chrome-like" look is also available for manifolds and valve cover sets
> according to Roland.  He has set all the prices, taken all the previous
> orders, and is buried with his magazine responsibilities so I was asked to
> help out; therefore feel free to e-mail or call with your Poly manifold &
> valve cover questions, Poly parts and technical questions/needs and I will
> try to help where I am able.
>
> Thank you,
> Gary Pavlovich
>
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Please address private email -- email of interest to only one person -- directly to that person. That is, email your parts/car transactions and negotiations, as well as other personal messages, only to the intended recipient. Do not just press "reply" and send your email to everyone using the general '62-'65 Clubhouse public email address. This practice will protect your privacy, reduce the total volume of mail and fine-tune the content signal to Mopar topic. Thanks!

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