I had one of those Lynx single sidedraft manifolds on an Escort 2L, nice piece of gear.

Should be easy enough D just need the dimensions for the carby flange, if you got em.
the Lynx ones are a fir bit different as in the runners cross paths within the unit itself, which might be a part of the picture im missing here by keeping the runners seperate.

also something else datto12qld got me thinking about considering into the design factor is how much you can "squish" the diameter of the runners without affecting the airflow too much,this could help the runners crossing over, keeping them in a straighter line from carby to intake but with wider and flatter runners...or would retaining the pipes' uniform round shape and its subsequent "kink" needed to cross over flow better?

Yeh wurzel the manifold is yours if you want it, ill find out how much for postage. PM me your details etc.
its quite rough but i think youll be able to either clean it up and muck around with it or chop it up and use it as a guide to make a nice one...

I too started off knocking up designs in 3D then I bought a mig and 'silver pigeon sh!t' welded up stuff like that for practice.
The ole gasless is not much better then stick welding but will get you outta the sh!t until you can get a wire/gas setup going.

Another thing consider when knocking up a 3D design is to adhere to the already available mandrel sizes, shapes and radiuses.
Model the common bends first then you can make some presets for use in your design.
Otherwise you may need to get pipe custom mandrel bent (expensive not to mention there are physical limits as to what minimum radiuses can be bent)

I just posted something on you pic in the photo albums Wurzel cos I forgot about the thread *slaps head

Ya the manifold design is a ways off "materialising" still got a lot questions, feeling like ive asked to many!
This was a really interesting read however, although it suggests that the runners should be the same length, so this kinda raises issues.
Maybe a short, kinked runner would compensate for a long, straight one, or maybe it shouldnt be kinked at all, too much will cause the fuel air mix to separate. Need some of Dundees floworks skills...or maybe I could take a leaf outta datto12qld's book and borrow a smoke machine from work ;)
Failing that Im still not sure what difference the xovers will make at all as the lynx are a semi-"open chamber" design.

I'm working on it, but anyone with better welding skills and resources than me (which is next to none) is more than welcome to make one up and see if it works! ;)

I didn't think Redline made an oval port single manifold?

just so u can all have a learn..
go to the shops.. buy a Book..
Four Stroke Performance Tuning, Graham A Bell,

The Book

worth every cent..

I haven't read the whole thread but am going to throw in an opinion anyway.

If you are going to use a sidedraught carb design, then for street use, I believe that a single will provide much more satisfactory performance overall than a twin setup.

Why? Well the single will provide more air than even a hot street engine can use & twice as much air is being sucked through each throat than with a twin.
This means that the induction pulses are less pronounced & a more stable mixture control can result.

Remember that at street rpm's the single throat per cylinder in a twin setup means that the air passing through the throat must start from a near standstill, then accelerate to whatever maximum velocity that it achieves, then slow to pretty much nothing again.

The amount of fuel drawn into the airstream will vary at different gas velocities during the induction pulse, however most carbs are tuned so that the 'average' mixture looks about right. This also means that unless there is good swirl in the combustion chamber, the mixture will not be uniform across the comperssed gas mass resulting in a less desirable flame propagation than we would like.

This is sometimes addressed by richening up, which is a poor substitute for a proper uniform mixture.

The most ideal situation would be in a suck through turbo induction as the centrifugal air compressor[the blower part] will provide a constant & smooth suction allowing for a much more precise calibration.

The single carb will have higher gas velocities, & a lesser deviation in gas flow velocities due to the doubling of induction pulses per throat at any given engine speed when compared to twins.

So that's my view. For street aplications, the single will provide a more satisfactory performance overall than a twin setup
It just won't have that horny look that people want.

Quote:

Oh they did\do, they just don't want anyone to have one these days. Lowtech had an oval port one

Anyone see this oval port jobbie go on ebay last night? went for $257! I'll put up the other pics from the listing later

Yeah I watched that one go, knowing I had no cash for the next month after buying some new seats...But I'm stoked enough about the seats to not mind about the auction, or not having any money for the next month. :)
This would have been a great score for whoever was the lucky one.