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I've got a K8 intake ported and polished, would I get any extra power buy swaping it with my eunos 800 manifold? I really don't think so!

Assuming it's not the ZEM Miller Cycle engine, I believe that you would gain a few HP, unless you ported, and polished the K8 to an inner diameter as big as the ZE, all the way through the VRIS. Even with the ZE IM, it is the restricting point of the engine. That's why it's possible to get 270+ WHP with ITBs.
It would take an afternoon, so why not try it? Also, why not P&P the ZE IM, and then put it on?

The car goes like stink the way it is, at the time I bought the ZE engine I swapped it to have an easier install. I almost rebuilt my entire K8 engine all except the block before deciding to buy a ZE.

If you really want to put the stank on, P&P a KLG4 IM ('98-2002 626). Otherwise, P&P your ZE IM, for a few more ponies. I bet your car has some torque, but I'd also bet that it starts falling off around 5K rpm with the K8 IM, even P&Pd.
Also, the KLG4 IM will fit the engine bay without modification.
Here's mine before I got rid of the MAF:

fowljesse wrote:polished the K8 to an inner diameter as big as the ZE

You see the size of the runners? There's no way to even get the K8 IM even close to that from a ZE. Even those running a stock DE motor free up a few HP with a ZE IM, despite

The curved-neck is suppose to be the best flowing, the only problem with that one is the VRIS points. Indeed I believe you're right that a ported KLG4 IM is the best options without going custom, finding a CZT IM or doing ITB's...

Dunno about stock ZE IM VS K8 ported, it might actually be closer. But what would be awesome is a dyno with the K8 IM then a dyno with the ZE IM to see where the power is made etc. Would be cool!

Yeah! I just realised that maybe the P&P K8 would perform as well, or better, because the VRIS points are correct. That's the other good thing about the KLG4; It's made for MTX, so the VRIS points are where you need them if you have a MTX.

Really? The K8 IM's runners are physically smaller, there's no way you can get one ported that would come even close.

It's a theoretical maybe. If the ZE IM runners are tuned for performance with an automatic tranny, having the right runner lengths, and VRIS points might make up for the pumping losses. Maybe. Obviously, the top end won't be as strong, but a flat torque curve might make up for it.
Maybe.
I agree, though, that it would be very interesting to dyno it with each.

Bah I can see what you're getting at but I reckon you'd need to be acid porting to widen those runners up decently. When you P&P that much material I bet the VRIS points would change a bit.

Sorry to thread jack but since were on the subject

Would a pnp curveneck ZE MANI be better or a KLG4 pnp MANI be better for all out power?

I don't think so from what I've read. The KLG4 has more thickness, so there's more room for porting to a larger inner diameter. There's an engineer that cut one of each apart to find out.
Something I've learned from engine building over the years is that factory performance parts aren't made with alot of extra tolerance, so they can't be altered as much as non-performance stuff. It has generally been that way since the '60s.

The engine shop that P&P my K8 IM ported the Manifold to almost exactly, with a stencil of the ZE heads.

So it's just port-matched to ZE heads...then the runners have not been widened internally.

well as far up as he could go, untill the runners curve.