Is there a difference between port matching and gasket matching, in fact what are they.
I assume that it means aligning the exhaust ports with the header ports and on the intake side it is lining up the intake ports on the heads with the intake manifold.
Does a FI motor benefit from it as much as a NA motor?

 

you got the idea right. for example, a bore out throttle body needs to be port matched with the intake manifold for it to benefit any kind of perfomance. the gasket also has to be cut out to the larger opening as well. if the throttle body is the only thing that was bored and the intake manifold stayed the same, the would be no increase in performance since the opening on the intake manifold is stil the same diameter.

does it make a diff?

i was going to bore my throttle body out a few months ago but i asked around and the answer i got was, it wasnt worth it or it does not make a difference.

what i believe: i believe that it does make a difference but i just couldnt take a chance of ruining the throttle body in case it didnt work.

 

I didnt even know that they did the throttle bodies. I thought it was only for intake ports and exhaust ports. I guess you learn something every day.

 

you would have to change the throttle plate too to get any increase in hp.. just bore the opening isnt going to do much.

 

correct. usually when you bore the throttle body, they make a new butterfly to the new diameter.

 

Gasket matching is a form of port matching. The idea is to use the gasket as a template to open up the intake port to and then the corresponding head port. This is NOT always recommended. You do not want to enlarge a port just to match a gasket. Port size determines velocity at a given mass flow rate.

A quality engine like the 1UZFE and 3UZFE should be fairly closely matched. Actually a slight "step" in the direction of flow is often helpful. This would be a slightly larger opening in the head than the intake runner and a slightly larger header opening than exhaust port. Slightly is the key here. This step can help stop reversion. Ports flow BOTH ways and only one way is desireable. Unless you know what you are doing or can afford to mess up while you learn this should be left to someone that understands and appreciates the dynamics involved. WARNING: Just because a person or shop charges for porting work does NOT mean they are qualifiied to do the work. Very few people truly understand and appreciate what to do with port work both intake and exhaust. Far too many think bigger is better... WRONG. You actually want the SMALLEST port size that will support the mass flow needed.

Does port work enhance a turbo or SC engine? Yes. A properly ported and designed SYSTEM (from the air filter housing inlet to the exhaust tip and everything in between) will make more power at ALL boost levels and RPM ranges. That said it is not easy to do and most just turn up the boost provided the components can tolerate it.

 

Thanks alot the explanation and probably more importantly your comentary is exactly what I needed to know.

 

well said JB.

I can't speak for the Lexus engine's but, sometimes the benefit of gasket matching isn't about hogging it out as big as it will get, but in ensuring there is not the OPPOSITE of the 'step' that JB mentioned above. (hope that's not too obvious for our crowd here)

It's something to be aware of, but I would think that these Toyota engines are closer in tolerance than the older engines I'm familiar with.


Hey JB, remember the Cyclone AR headers? (anti-reversionary) I almost bought a set.

 

you only need to port match when the port that the air is flowing into is smaller than the one its coming from. that little ridge or wall creates turbulance which is not cool.

gasket matching is much more beneficial in cars with poor quality castings. where fit up is sloppy. in this day and age its not usually necessary and can often times be detremental ro port flow. {grinding on a port if you dont know what your doing}

you have to remember to the manufacture hp is a side effect of effieciency. and in order for these cars to be effiecient and run forever the parts have to be identical, run to run batch to batch.

 

You guys are giving the factories too much credit.
Here is a pic of how crappy two parts line up on a 4.6 out of a Lincoln.


Now before you guys go saying the Toyota is SO much better than the Ford built Lincoln engine, know that that particular engine is known all over the world for its quality and tight tolerences, just like the Toyota stuff.
in fact there are at least a half dozen super car builders out there who have chosen to use the 4.6 as their powerplant.Like Panoz.

Okay enough PRE defending my precious 4.6 but if you look close at the pic you can see how far off the two pieces are.When I cut apart the intakes to radius the runners and then port match the manifold and the intake manifold runner controll I have to take out a LOT of material to get them joined smoothly.
That lip can cause restriction/disturbance in airflow.I firmly believe there is power to be had in working the manifolds.