Kelly, I will be using a 4 axis CNC machine on these heads.  There will be at least two setups required, maybe three depending on the spark plug angle...

Does the 4th come in the form of a rotating pallet? It's probably the least of your machining worries but line boring the throttle shafts (from each end?) may take some reach! I'm sure you've got a plan of attack.

Best,
Kelly

....When people start that "4V port just too big, terrible blah, blah" I just tell them "it's all in the parts combination and the tune up."

Truth.....light and even no work on 4V heads can still get good performance compared to other OE stuff, but something motivated you to stuff the ports. 

.....A long term wish is the T-Ram with dual Holley EFI units on the 427 9.2 deck Dart build running both a gas and methanol program.

I have a 427CI (4.125b x 4s) 9.5 deck Siamese Dart block I pulled from my Pantera. Complete very low mile engine wearing Brodix BF301 (think C302B) heads. Drop me a PM if interested in more details.

Best,
Kelly

....My stuffers actually came from Parker in Australia.

Chris, did you install them pretty much as is? It's been a long time, but I thought the Terry Parker stuffers also crept up the side of the port so as to bias the port toward the unshrowded side of the valve. Maybe that was just his "2V Funnel Web" stuffers? Ever try a filled floor intake or just smaller cross section intake on your C without stuffing the head port?

I ask because over the years, I've seen a number of B302 and 351C builds that have used intakes with much smaller (than 4V) ports that were not port matched and they made better power everywhere. They weren't really racing engines but fairly potent pump gas street car builds. One was a 347CI B302 headed engine with an Eddy air gap "e-Boss" dual plane on essentially stock B302 heads. Since the Eddy-made 335 series style head port windows are quite a bit smaller than the original B302, so is the Eddy intake. The ports were left unmatched on that stroker and it made ~530hp at ~7krpm and drove quite well.

I've been making custom cast intakes for a while now, and I've been making just about all of the 335 series lids with the runner floor raised 1/2" and telling the customers not to bother with the head port or trying to port match. This reduces the 4V cross section about 20%. The combination of the velocity increase and likely the port step being disruptive to low/mid reversion from healthier cams seems to get both good performance and better street manners. Some customers just ca'nt get past the idea everything needs to be perfectly gasket port matched and insist on the full 4V port......which they can have but wont run nearly as well.

It's also a popular misconception that 2V 335 series heads/intakes are just smaller cross section ports centered in the 4V pattern, but they are not, and are actually biased to the side and top of the 4V port. A quick look at a couple overlayed gaskets tells the tale. For quite a while, it was common knowledge in the Pantera crowd that the stock 351C would runner better at every rpm and especially down low just by bolting on a Weiand 2V "Excelerator" intake.

Best,
Kelly

One of the engine platforms on my to-do list for an Inline Autolite Carb intake is the cammer. It can be like the one discussed here,

https://fepower.net/simplemachinesforum/index.php?topic=11999.0

.....or possibly IR. You would need to be able to fairly precisely provide/confirm some diemsional data on the mounting hole and port locations. Calipers on a cylinder head would be close enough. I'd also prefer someone that would actually want and run a completed system, as opposed to just collecting it, but that's open for discussion. Cammer parts are precious.

Inline carbs are 875cfm (D0ZX9510A) and 1425cfm(D0ZX 9510B), so can support a large range of displacement and power. I build a conversion for a tweener size too, but in the round, you could expect them to support power level with comparable sized Holley carbs.

If that's something that interests you, just PM me.

Best,
Kelly

Got this one finished up.

Here's video and a couple of pics.

https://youtu.be/sHzYRwFfSu4?si=UuikMMuNhHWLfxRX

Take care,
Kelly

Merc, the short answer is I’m not in a position to take it on at this time. The longer answer for other’s curiosity……

…..I did do the CAD work, and I can easily manipulate the model. The model in the picture is actually a CNC machining out of nylon, about 5 pieces and glued together.  That route was just as cost effective as a 3D print.

Those are all the steps I would use to produce the polystyrene pattern. You represent a unique subset of people that make casting inquiries of me being you not only have a solid model, it has been used and presumedly produced a gcode file to cut the pieces. Most people that approach me do so with a loose description or a “looks like” picture. The reverse engineering of all the dimensional and feature data for a new engine family is a big effort that is rarely done accurately enough by the uninitiated. I’ve learned some hard lessons relying on data provided by others. You on the other hand have design validation.

……I will get the dimensions and volume when I get home later.  I found a company that can 3D print sand molds for a "reasonable" amount.  I just haven't had the time to talk to a local foundry to see if they would be willing to pour with a 3D printed mold.

The reason I asked for that dimension is I suspect it’s too large for my present casting flask (<16” diameter), so even if I was inclined to cast it, I’d have to make a larger molding rig, which although not out of the question, I wouldn’t be inclined to do so at this time. I also think it becomes just a little too large for me to machine because of available height under quill with the fixture on my mill. I asked for volume to estimate casting weight. Blower intakes get a bit chunky. Right now I can pour <60lbs include sprue/gating…….I suspect this part is still well within reach of that.

……I went into this wanting to make one for my self as the old Weiand intake that I also have are race only pieces and not street friendly.  As pbf777 indicated, there is probably a total available market for about 5 or 6 of them.

You mentioned sand prints. I suspect you already know all I’m about to say, but for those considering things like this, there should be no reason to source the casting separately. Not sure who Jay uses but Hoosier pattern for instance will deliver you a heat-treated casting from your solid model. Last I checked, they had one-time charges for CAD related mold mods of $750-$1000, and foundry charges of $750. Then you pay for the (each) mold by the cubic inch, which for parts like this could be in $1500-$2500 range.
With the quality of your model, you may do better on the CAD charge and if you were to procure multiples, the economics improve considerably, but at the end of the day, you’ll get a raw casting, and I mean raw.

Attached is a photo of an example an acquaintance did with them within the last year. He did a ton of finish work on the exterior of the casting. Though it isn’t terrible, neither I nor any of my typical customers would ever except it as delivered, and spending days with burrs and cartridge roles isn’t on my bucket list.

My casting process yields far better fit and finish, comparable or better to quality aftermarket castings. Other than light media blast, the casting pictured in my original post is as it came out of the mold. Although I do charge, I do this as a hobby, but mostly because I enjoy engineering the turn key induction system because it’s fun, interesting, and keeps me current by exercising many disciplines, and I meet some great people. Repetition becomes work and I can assure you, I didn’t retire to become a short run foundry. Even if you were to get one from me, you’d never get five.

Best,
Kelly

..........I do have one of Jays adapter's on my 427 and I am wondering if you have any carbs...Thanks....Cory

If you mean Autolite Inline Carbs, yes I do. You can contact me at kcoffield@inlinecarb.com if that's something that interests you.

Best,
Kelly