To anyone that has a Hyper Pack, reproduction or otherwise, what are the dimensions of the manifold? I'm looking for Flange thickness, Middle runner length to the start of the carburetor box (Starting at the cylinder head), and the length from the cylinder head to the base of the carburetor (shortest distance).

I am putting together a Rat Rod and am wanting to build a HP intake out of sheet metal; I have learned the castings from Clifford aren't that great and to get a original one is next to impossible. That, and I can see where the design needs improving as far as symmetry and pressure balancing is concerned.

If any one can help me out, I'd really appreciate it.

I've never dealt with Clifford, but I hear bad stories...

Anyhow, AussieSpeed has some nice SL6 long runners... see: http://www.aussiespeed.com/index.php?pa ... &Itemid=23

BG

I've never dealt with AussieSpeed either...perhaps one of the more experienced members might chime in on AussieSpeed.

bg

I'll get out to the shop and measure the one I have. The originals are not the ones you want. They had porosity issues. Doug's Hyper-paks were rated the best by those who have done so.
I have a Clifford Hyperpak, and a sheetmetal intake mated to Zoomie headers I picked up from Kidd.
Apparently the sheet metal part spent some quality time up at the salt flats back in the early 60's. It's all there, but needs to have the plenum rebuilt. (Rust)

CJ

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Part of Tyrde-Browne Racing

Flange thickness is ~9/16"

Flange to Plenum ~12-1/2" from where the runners open up in the center back to the flange base.

Head to Center Line of the carb spacer opening is 16-1/8" (Centerline is measured from the adapter mounting studs.)

Hope that helps.

I'll measure the sheet-metal intake/zoomie header this weekend if you are interested in those numbers.

CJ

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Part of Tyrde-Browne Racing

Sure, that'd be great, thanks. You wouldn't happen to have photos of these manifolds with measurements on them, would you? If you don't, no worries, I appreciate all the help you've given thus far.

Nope. I'll see if I can do that.

CJ

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Part of Tyrde-Browne Racing

There is no issue with symmetry or pressure balancing, although if you split the plenum in two (123 for one side of the 4 barrel, and 456 for the other side of the carb), it changes the reflection wave characteristic so the Clifford repop manifold works better in a street application (mid range occurs at a lower rpm compared to a regular untouched manifold, but works just fine with the right engine combination up to 6200 rpm)...

-D.Idiot

There is a indented notch in the rear of the plenum (on the Clifford units), this bothers me. I'd like it to be symmetrical in expectation that air will flow more freely into the intake runners and avoid the turbulence created by a uneven floor. The plenum split between 1-3 and 4-6 is indeed the plan to lower the midrange torque for daily driving. I'm not overly fond of taking a four main motor past 5500 rpm, especially when the durability limits of the bottom end are taxed beyond 6000 rpm.

Please correct me if I'm wrong, I'd rather get all the facts out on here rather then blow my budget doing unnecessary trial and error later. Thanks again.