5.0L FORD PORT VOLUME-LET'S TALK TECH
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- เผยแพร่เมื่อ 9 ก.ย. 2024
- DYNO RESULTS COMPARING 190, 210 AMD 225 CC INTAKE PORTS. DO WE LOSE POWER WITH A BIG PORT ON A MILD MOTOR? DO WE LOSE LOW SPEED TORQUE ON A MILD MOTOR? IS BIGGER BETTER? LET'S TALK TECH
It's wild to me that, in the age of Coyotes, LS, and 3rd Gen Hemis, SBF guys are still parroting this nonsense. Clearly, big cylinder heads actually work really, really well, and the OEMs have capitalized on it. I put Twisted Wedge 205s on my 302 back in 2011. 110% street car. That same engine is still in the car and I still love every minute of driving it.
The cylinder head intake ports on my LH2 Northstar are absolutely huge, and that's only a 281 cubic inch engine. So yes I agree with you Richard, seems like intake port volume is almost always better when it's on the larger side.
I had a set of 69 Windsor heads.. heavily worked on a 306. 10 to 1 compression. Victor Junior intake in a 750 Holley and 303 cam.One of the snappiest and most reliable motors I've ever had..turned 6,600 all day long. Ran in an 86 bronco with 38 inch tires with 456 gears. Literally drove around everyone in the mud. Back in the day of course
On the Chevy side, people think 3065 and tbi heads make more torque. Same mind set
I had cast dart 185 and dart 240s on the same 359 cubic inch motor. The only difference was the 240s made more power over 6500
Maybe he was a Mopar big block guy? Small block heads on a big block...
Glad I'm not the only one to notice this.
So what is the advantage, if any, to running a smaller port volume head? Say a 170 11R vs a 190 or 20511R on a 5.0L sbf? If there is no advantage then why do the manufacturers even make a smaller version of each respective head?
Money
@@djcybercorgi maybe, but if TFS only produced the 11R 205 which costs more than the 170 or 190 versions and there’s no advantage to the smaller heads, then they’re losing money by offering the smaller versions as only having the 205 size would ‘force’ everyone to buy that more expensive head otherwise 🤷🏻♂️
@@aaronliddell4280 I'm guessing people go with the smaller heads and when they want MOAR POWER they upgrade... when I was young I did things like that, foolishly...
For one, you normally can't use the larger cc heads on a stock shortblock because of valve to piston clearance. Plus the valvetrain parts for the larger head can cost more, work that needs to be done, etc.
@@robvas A guy I worked with upgraded from GT40 heads, to AFR 165's, blew that engine, went to like 210's, blew that engine, sold those heads, went back to the 165's while he built another engine, then bought some Edelbrock heads or Twisted Wedge, I forget, then I bought the 165's off him and he blew his engine and asked it he could buy the 165's back off me... upgrades are never-ending because the feeling of "this is fast!" wears off in a few days...
I suspect he only time those tiny heads would make more tq is if you had a manual trans and shifted at 1200 rpm
Torque needs airflow.
Good stuff! Stock 5.0 heads are dismal for flow. The GT40P head is about the same as a 2bbl 318 head - far from anything performance. I watched this to glean information for my 89 Mustang 5.0 AOD speed density performance upgrade. For a stock speed density, would the port volume affect vacuum and how the computer sees load?
just a head change would be fine for speed density
@@richardholdener1727 Thank you and thanks for the time to respond.
As part of a project car I aquired I have a set of CHI Australian heads for a 351 Cleveland. The volume says 185 cc. I need a dual plane manifold but the smallest advertised is 205. Can I port match the heads to the manifold without ruining them?
how is the intake rated for cc? Don't worry about a minor mismatch
@richardholdener1727 I have only the information from CHI the manufacturer, which states a port volume of 208cc for the intake. The following is a cut and past from the CHI website regarding the 185 cc heads. "By utilizing the advantage of a taller than standard 4V intake port height, and downsizing the port to a mere 185ccs, we have an intake port capable of making in excess of 550hp, with exceptional torque and power along the way, as proven in Dave Storlien’s 2002 Engine Masters Clevor, which produced the outstanding figures of 605hp and a whopping 530 ft/lb of torque".
I was just considering opening out the entry port on the head to better match the intake.
The 185cc port is 1.65" high x 1.37" wide.
Where were you rolling the dyno in from 3000rpm and up????? The low speed torque thing is usually talked about from idle to 3000 range…
so if you are running the dyno tests from 3000 and up then data you’re give us is not really relevant I’ve made some assumptions here 👍🏼
you run at wot at idle a lot? or at 1000 rpm? or at 2000 rpm?
@richardholdener1727 yes. But in my 7.3 zf6 powerstroke 🤷
@@richardholdener1727 no but a lot of people driving or having fun on the street do stab the throttle at low RPMs