Engine and Transmission Tech

Hi All-

I have been building up a collection of Works TR7V8 Rally parts that are all period correct. I got a few intakes, all period correct but this one is interesting! It is a Huffaker 4 barrel intake with a British Leyland swirl logo cast into it! Typically it would be a round boss and thats it. The famous Huffaker "H" is on the other side of the manifold. In addition is have a power brake booster take off and the coolant hose fittings front and rear. Has anyone else seen another of these BL intakes or have any knowledge of this odd-ball?


Side With BL Swirl


Both Huffaker "H" & BL Swirl

-Michael

> It is a Huffaker 4 barrel intake with a British Leyland swirl logo cast
> into it! Typically it would be a round boss and thats it. The famous
> Huffaker "H" is on the other side of the manifold. In addition is have
> a power brake booster take off and the coolant hose fittings front and
> rear. Has anyone else seen another of these BL intakes or have any
> knowledge of this odd-ball?

I've got one of those. Given the fact the Huffaker ports are perfect match
for a 1964 Buick 300 aluminum head, I wonder if the Rover racers running
the Huffaker intake were also running Buick 300 heads. I spent some time
evaluating a couple of single plane intakes on Dave McLain's flow bench in
Cuba, Missouri. The two intakes tested were a Huffaker:

[www.bacomatic.org]
[www.bacomatic.org]
[www.bacomatic.org]

and a Willpower:

[www.bacomatic.org]
[www.bacomatic.org]

Note the Willpower intake pictured is not the actual intake tested. I've
not yet taken pitures of the intake we tested but it differs from the one
pictured in that it has EFI injectors bungs in each port but the injectors
were not installed for these tests. The Huffaker has larger ports which
better match the Buick 300 heads:

[www.bacomatic.org]

The Willpower has smaller Rover-sized ports but has a better radius on
the end runners than the Huffaker. An end port and a center port of the
head were first flowed without an intake attached to get a baseline, then
flowed with the intake bolted in place. Also, a Holley 780 carb body
with the throttle plates at full open was bolted to the intake to
represent the pressure drop across a carb or fuel injection throttle body.
I'll be using an EFI throttle body later but have not purchased it yet.
When the heads were ported, they were tested on a Superflow bench at a
28" H2O pressure drop. The head had a clayed intake radius but no exhaust
pipe stub was used on the exhaust. Those numbers are shown in the 2nd and
3rd columns. The 4th and 5th columns are the same head flowed on Dave's
bench which has a 10" H2O pressure drop. The numbers were converted
mathematically to 28" to be on a consistent basis. Note the numbers are
somewhat lower than those of the 28" bench. We're not sure if this due
in part to the conversion or is simply bench-to-bench variation. In any
case, it doesn't influence the results of the intake manifold tests.
On both single plane intakes, the center runners are short and straight
while the end runners are long and curved, so one center port and one end
port were tested. The Huffaker was bolted to the head and tested first,
followed by the Willpower. The results are shown below and are best
viewed in a non-proportional font like courier:

Valve Buick 300 Ported Buick 300 Same head with Same head with
Lift 1964 head on McLain's Huffaker intake Willpower intake
(inch) aluminum flow bench center runner center runner
ported 10" numbers
Int Exh converted to 28" CFM % of CFM % of
1.775" 1.5" Int Exh bare bare
1.775" 1.5" head head
Int Exh
center
port

0.050 -- -- 26.3 22.6 26.1 99.2 27.6 104.9
0.100 66 47 56.3 51.6 55.1 97.9 56.4 100.2
0.150 99 82 86.8 75.0 87.8 101.1 89.0 102.5
0.200 129 104 115.1 98.4 117.2 101.8 119.1 103.5
0.250 155 119 140.4 114.1 141.4 100.7 142.8 101.7
0.300 174 130 158.1 125.4 160.6 101.5 160.0 101.2
0.350 187 139 171.7 134.4 169.9 98.9 167.9 98.0
0.400 191 146 179.8 140.2 170.5 94.8 172.2 95.8
0.450 194 150 181.3 143.2 172.6 95.2 174.3 96.1
0.500 196 152 182.1 144.3 173.9 95.5 175.3 96.2

Valve Buick 300 Ported Buick 300 Same head with Same head with
Lift 1964 head on McLain's Huffaker intake Willpower intake
(inch) aluminum flow bench end runner end runner
ported 10" numbers
Int Exh converted to 28" CFM % of CFM % of
1.775" 1.5" 1.775" 1.5" bare bare
end head head
port

0.050 -- -- 25.5 22.6 26.8 105.9 26.9 105.5
0.100 66 47 55.0 51.6 56.6 102.9 55.4 100.7
0.150 99 82 87.0 75.0 88.2 101.4 88.6 101.8
0.200 129 104 116.9 98.4 114.1 97.6 119.8 102.5
0.250 155 119 143.4 114.1 132.5 92.4 144.6 100.8
0.300 174 130 157.8 125.4 146.5 92.8 164.8 104.4
0.350 187 139 171.6 134.4 155.6 90.7 173.3 101.0
0.400 191 146 178.3 140.2 156.9 88.0 175.0 98.1
0.450 194 150 180.8 143.2 156.6 86.6 176.0 97.3
0.500 196 152 182.9 144.3 157.6 86.2 175.3 95.8

Despite the smaller runners, the Willpower is the better flowing manifold.
The center ports on both intakes are quite close to the head flow but
the Huffaker end ports are not as good. I think it would be worthwhile to
port just the ends of the Huffaker intake end runners with a better radius
to see if the flow loss could be recovered. There's a slight drop off in
flow as lift increases on the Willpower intake that may be due to the small
port size. The Willpower could be ported to a larger size but given how
close the intake is to the bare head flow, it's probably not worth the
trouble. The worst flows are at 96%. As a point of comparison, we've
recently flow tested a couple of (non-Rover) dual plane intake manifolds
and they were in the mid 70% flow range (unported).

Dan Jones

Great stuff Dan..


Im in the proce$$ of ordering a Willpower...

But would like to know what the specs are for the cross sectional areas, runner lengths, and plenum area for
1. The Harcourt.
2. The Huffaker.
3. The Willpower

At some point Id like to try my hand at fabricating a sheetmetal intake.

Cool, Tony! Out of aluminum?

Dan, I wish you were more specific and wrote more in your posts. LOL! Seriously thanks for you dedication, Man. It's great.

Dan, that's really good info.
Things are moving right along on the larger displacement Buick small blocks, in a year or so we can hope to have a new TA Rover style head, but so far no plans for an intake for them. That may change suddenly if the 350 boys start snatching up the new heads (would mean using the early cam, intake and exhaust layout) since the 340 stuff would bolt up. Might be worth looking to see what intakes might support a 340 or 350 with the new heads, possibly with spacer plates.

Jim

> But would like to know what the specs are for the cross sectional areas,
> runner lengths, and plenum area for
> 1. The Harcourt.
> 2. The Huffaker.
> 3. The Willpower

Huffaker:
port dimensions 1 3/4" tall x 1" wide
short runners = (2 + 3 3/8)/2 = 2.6875 inches
long runners = (3 3/4 + 5)/2 = 4.375 inches
average runners = 3.53 inches

Willpower:
port dimensions 1.63" tall x 0.966" wide

I don't have anything for the Harcourt.

> Things are moving right along on the larger displacement Buick small blocks,
> in a year or so we can hope to have a new TA Rover style head, but so far no
> plans for an intake for them.

I wasn't aware of a TA Rover style head. What are the details
(valve sizes, chamber volume, port locations, rocker arm style,
flow goal, etc.)? I saw they are working on hydraulic roller cams
for the 350. HR cams for the 215/300/340 would be nice.

> Dan, I wish you were more specific and wrote more in your posts. LOL!
> Seriously thanks for you dedication, Man. It's great.

You're welcome.

Dan Jones

The TA heads will be the same design as their current V6 heads. Mike told me they would just cut 1 chamber off two V6 molds, glue them together, and they would have it so it would be quick and easy to develop, unlike designing a 350 head. The V6 heads have now produced 1700 hp in twin turbo racing configuration according to Mike. Here are some specs from their catalog:

"V6 Stage 1 SE Aluminum Cylinder Heads - ASSEMBLED
Product ID: TA_V3850_SE-A
V6 Stage 1 SE Aluminum Cylinder Heads - ASSEMBLED


Details

TA’s V6 Stage 1 Street Eliminator (SE) series head is our high performance head. Versions of this head with heavy porting have made 1500 hp on a 274 inch twin turbo application. Use this head for serious street/strip and race applications where the most power potential is desired.

Intake Manifold: TA, Stock, BGC Port Matched
Exhaust Manifold/Headers: Stock
Rocker Assembly: TA V1308 Series
Head Stud Kit: TA 1133A (8 bolt) TA 1133B (14 bolt)
Power Potential: Will support up to 1500 HP
Valves Int./Exh: 1.940 / 1.600
CFM (base) Int./Exh: 213 / 178 .500” Lift
CFM (max) Int./Exh: 270 / 187 @ .550” Lift - 275 / 200 @ .650” Lift (Fully Ported)
Chamber CC’s: 46, 55
Runner CC’s Int/Exh: 163/ 73

~For Special Order Requests, Please Call~
Price: $1,799.95 "

They will start working on them as soon as they have finished the aluminum 455 block, which is now at the foundry. This block, which will list for $5900 and will support larger bore and stroke and has replaceable liners should be available in limited numbers before the end of the year. Anyone want a sub-400 lb big block?

Jim

Quote:

The TA heads will be the same design as their current V6 heads. Mike told me they would just cut 1 chamber off two V6 molds, glue them together, and they would have it so it would be quick and easy to develop, unlike designing a 350 head. The V6 heads have now produced 1700 hp in twin turbo racing configuration according to Mike. Here are some specs from their catalog:

That is really hot.

Penthouse forum for motorheads.

Quote:

Anyone want a sub-400 lb big block?

Yes please. I love TA.

Thanks for the info on the TA Rover heads, Jim. Looks like they'll
have to reduce the valve size to fit in the smaller Rover bores but
they should still flow pretty well. So how close is a Buick 300
port (intake and exhaust) to a Buick V6?

Dan Jones

Don't really know Dan, the cast iron heads have much larger ports (stock) of course and the TA heads have big ports to start with. They're larger than the iron port heads without porting I think. I also think it might depend on what V6 you're comparing with. Also I'm not real sure whether the first V6 was derived from the '64 or '65 design and that would make a difference.

The 340 used the same heads as the 300 (same bore) and the distance outside-outside on valves in the '64 300 heads is 3.175". I'm sure TA has optimized valve size and placement in the V6 head and shrouding is likely to be an issue in the smaller bores, but I don't know if they'll have to change the valve sizes or not.

Jim

For what its worth, I have a" Wildcat" 4bbl. coming from Ian to go against my massaged 340" heads. Still haven't heard of any flows specs, etc. on these heads. Cross-section of port is approx. 57% larger than Rover. Trying to make a 1.89" int. valve work. To be continued. Art.

Please post a pic when it comes in.

Greg

Looks like a cast-in logo, behind the coolant outlet. What does it say ?

here is the logo

I cant be the only one with this inlet manifold?????

It's handsome looking.

I'm curious about why it appears to be missing bolt holes. Perhaps it really is a one-off or prototype.

Yes its good looking manifold .
I have had it checked for cracks it came back clear.
I got in contact with John Eales he seed
The manifold is noy one I .

here on rover v8 it just touches the rocker covers

HI can you identify this manifold PLEASE .i have look everywhere



Moderator: I tried to split the new "mystery manifold" posts into their own new thread, failed, and now this one is out of sequence. Sorry for any confusion caused...



Edited 1 time(s). Last edit at 09/16/2015 09:49AM by Moderator.

So its is one of a kind manifold