Judge Ito's porting school thread
01-11-2004, 04:34 PM
#41
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Join Date: Jan 2002
Location: NJ USA
Posts: 1,915
Originally Posted by GTUs' date='Dec 20 2003, 11:36 PM
Thank you! Ito San. 
This is great stuff, you have inspired me! I am very much appreciated!! This is like my long distance corresponds course on "Judge Ito's Rotary Porting School".
So, we had touched on the issues of port tunnel shaping and port eyebrow/closing.
Here is my some of my questions:
Does the eyebrow/closing technique ONLY apply to secondary and aux ports? What about the primary port, what can we do to enhance the efficiency of the primary port? Can we apply the eyebrow technique on the primary port? Or there is some difference technique for primary.
I am aware that, a primary port is part of the maximum CFM air-flow a rotary can digest; moreover, I am also aware that the main function of a primary port is generate a high velocity charge through a small channel/port to aid torque and improve air/fuel mixing, during low rpm operation.
After I have good understanding of how porting effect the performance of a rotary, I will ask more specific questions about how to attack a S5 N/A 13B to achieve maximum area under the curve, for a application of high performacne street driving with a chance to past smog test, autoX, track lapping day.
This is great stuff, you have inspired me! I am very much appreciated!! This is like my long distance corresponds course on "Judge Ito's Rotary Porting School".
So, we had touched on the issues of port tunnel shaping and port eyebrow/closing.
Here is my some of my questions:
Does the eyebrow/closing technique ONLY apply to secondary and aux ports? What about the primary port, what can we do to enhance the efficiency of the primary port? Can we apply the eyebrow technique on the primary port? Or there is some difference technique for primary.
I am aware that, a primary port is part of the maximum CFM air-flow a rotary can digest; moreover, I am also aware that the main function of a primary port is generate a high velocity charge through a small channel/port to aid torque and improve air/fuel mixing, during low rpm operation.
After I have good understanding of how porting effect the performance of a rotary, I will ask more specific questions about how to attack a S5 N/A 13B to achieve maximum area under the curve, for a application of high performacne street driving with a chance to past smog test, autoX, track lapping day.
01-19-2004, 10:10 AM
#42
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Join Date: Nov 2003
Posts: 82
some members here had mentioned that in a s5 NA 6port 13b, the bottle neck is its AFM. ie, bridged port or big street port will not be fully take advantage off, and could end up hurting low/mid range torque and power.
If above is true, how should I port or/and how big should I port the engine if I keep the stockAFM and ECU?
I am thinking of medium to large porting job, in the goal of just maximize the stock AFM and ECU.
If above is true, how should I port or/and how big should I port the engine if I keep the stockAFM and ECU?
I am thinking of medium to large porting job, in the goal of just maximize the stock AFM and ECU.
01-20-2004, 07:15 AM
#43
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Join Date: Jan 2002
Location: NJ USA
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Originally Posted by GTUs' date='Jan 19 2004, 04:10 PM
some members here had mentioned that in a s5 NA 6port 13b, the bottle neck is its AFM. ie, bridged port or big street port will not be fully take advantage off, and could end up hurting low/mid range torque and power.
If above is true, how should I port or/and how big should I port the engine if I keep the stockAFM and ECU?
I am thinking of medium to large porting job, in the goal of just maximize the stock AFM and ECU.
If above is true, how should I port or/and how big should I port the engine if I keep the stockAFM and ECU?
I am thinking of medium to large porting job, in the goal of just maximize the stock AFM and ECU.
08-27-2006, 08:05 PM
#44
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Join Date: Dec 2002
Location: Bayou-self Louisiana
Posts: 947
This port is now idling at 1300 RPM with around 11lbs vac. I just wanted to bring up since this post is refered to often even in the other site.
I will post some video after I finish the new 3 row IC install (BS instructions BTW) and if the motor makes it to tune.I had some issues and had to rebuild and the car itself.
Its a BIG massive port. I have been rebuilding another motor on my 5.4 S C HD F150.
The Ito motor started out like.....
I will post some video after I finish the new 3 row IC install (BS instructions BTW) and if the motor makes it to tune.I had some issues and had to rebuild and the car itself.
Its a BIG massive port. I have been rebuilding another motor on my 5.4 S C HD F150.
The Ito motor started out like.....
08-30-2006, 07:08 PM
#49
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Location: Bayou-self Louisiana
Posts: 947
Originally Posted by Judge Ito' post='834881' date='Aug 30 2006, 07:59 AM
no one, just cheking your progress
I will punish this once its setup....but no hurry.I will email some info to you later.
08-30-2006, 07:20 PM
#50
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Location: Bayou-self Louisiana
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Originally Posted by Latin270' post='834882' date='Aug 30 2006, 08:20 AM
I guess the primary and secondary porting size doesnt matter when using a weber carb.....right?
In street porting I think you can go nice a big. Not like on this thread.
The rotory has the nice expected gains when porting large.Thats when you can really feel its worth it IMO. Otherwise I feel many wished they could get more out of the motor but did a "conservative port and polish".
However I know that the weber carb, minimum 48, can be jetted to handle even P Ports for all out racing.
I would recommend trying to get a ride in someone's car who has a ported motor and discuss what they have had done. If you have a 32/36 Weber or some off a VW than I wouldnt know where to start.