I can promise you this brother, Nobody who is great at something got there from being flawless! Making mistakes sucks but that is how you learn and gain experience, its something that can't be bought or given, its just something that comes with mastering a skill. Love your videos and work, and gain alot of knowledge from watching 💯
I would love to hear any info you have on porting and throat percentages for 4 valve heads. Thanks for your time and all the knowledge you share most head porters keep everything really top secret
Oh the joys of porting heads alloy or cast.. been there n found water .. later work i sacrificed a head and chopped it up into many bits to get an idear on how thin port walls were and had less water jacket vents.. great work Eric.
Hi Eric, I had a torklink manifold once on a 383 sbc but ended up selling it when I changed vehicles because it wouldn't fit under the hood. It will be interesting to see how it flows. I'm running an rpm air gap now on the same engine. BTW, I admire your honesty. Not many people would admit their mistakes but that's how we learn and sometimes stumble across something new.
Long time viewer, I might have made a comment on a video time to time but not very often, that’s why I watch your channel, your real no cover up and you show mistakes you make rather it’s on a head or intakes, I admire and share channels like yours, keep up with the great content..I need to dig threw some of my old intakes from the 80’s and early 90’s, some of them you mentioned that are hard to find I might have a couple hid out, most are packed now.. for the help and ideas you have helped me on, if I find one I’ll just send it to you, I won’t be needing it, 90% of my intakes have not been cut on yet.. keep the great content coming I look forward to your video’s. Thanks for sharing this with us great video 👍
odd ball theory here, but being with the hole in the bowls on that ford head. it might of ran better on nitrous because it was leaking n2o/fuel into the exhaust side. so the exhaust port basically had a nitrous an fuel charge sitting inside it. once the exhaust opened it'd then ignite it in the port.the flame fronts going to want to go out the header an then combine that with the piston shoving the spent exhaust out youd think it'd help scavenge the exhaust out that cylinder..
I love listening to Your Videos...its like hanging out with one of my motor head buddies....There are other guys...but i can't listen to them...to me...there completely wrong.!..😆. 🙈...Its Great..!👍🏁🏁🏁🇺🇸
Man some of my biggest mistakes I learned a lot from and found some stuff out 😉. Sorry you lost money but you know that just shows how good of a person you are A lot of people won't do that these days, subscribed 🍻🍻
Hey Eric. Thanks for sharing all your knowledge with us. I would love to see a video on what you do differently (if anything) when porting a head for use with forced induction. Thanks!
Its supersonic flow on the exhaust side so that small hole doesnt act like a venturi in subsonice flow. While the intake side is acting like a standard venturi, and this is localized to the pin hole not the whole runner flow dynamics. Since you have a boundary layer and the reverse venturi of supersonic flow its actually sucking in from the intake side and this is why you dont see the carbon deposits. Now some may argue that you dont see this as an exhaust leak is seen with the carbon deposits visible but in that case you dont have subsonic and supersonic flows you only have for all intents and purposes supersonic flow and static representing the atmospheric pressure. Exhaust flows at mach or higher and is always looking for low pressure, that isnt the case in the intake runner. About as close of an analogy as I can get is some entrances into buildings where the doors are open, theres normally some sort of "air blanket/dam that acts as a boundary, you walk through it and feel the blast but on one side its ambient temp while on the other side its a controlled environment and only the air blast separates the two. Its not as efficient as a solid object but thats not the point of this analogy.
Question: Do you port heads intended for either boost or N/A differently? Thanks for the great content and information! Best head educational value on youtube.
@ 5:30 you can get a pair of SB2 heads for real cheap here in Australia from Higgins Race Developments. He used to do heads for V8 supercars here in Aus before Rebull and KRE took over.
Well at least when you say you're an honest businessman there's not a whole lot of people out there that would even admit they made a mistake I guess I should have stuck with porting heads I started we cast-iron & now every thing is aluminum your making pretty good chunk change
i watch all your work i love it i have worked in mech shop backin the day i have ported some heads and flowed on a super flow my ques. is i have set of 195 sbc bpe eng heads do you have any input on them they look to like a 195 afr head can you give mesome imput thanks from and old guy only 70 ha ha but still racing thanks again great work
Hi Eric, excellent video! Love all the info and insight you provide. Are you able to sell that Holley EFI tunnel ram? I would be very interested in it, thank you.
Eric, I purchased a Dakota PR9 ultra sonic thickness tester because I never want to hit water, and I could buy one tester or 1 head, and I thought the tester will keep me out of trouble on multiple heads. Don't know if you have one or have used them. But I think it's important as I'm not experienced with as many heads as you.
In the ford heads, I think the exhaust made power on nitrous, so what about trying to go a bit thicker on the intake side, maybe. 020" thicker on the exhaust side, then a ceramic coating on the whole exhaust port!?!? Maybe ceramic coat a part of the intake port to insulate some of the heat? Do you think the ceramic coating could protect the thin aluminum in between the ports??
interesting internal metered scavenging ,I would love to find out if any high dollar engine shop (f1,cup type) experimented with this outside the box type stuff
Which cylinder head would you recommend for a stock bottom end 350 with arp hardware would you recommend out of the box brodix IK180 IK200 or a profiler 180 it will be a nitrous setup and most likely a solid flat tappet cam. I’m shoving it in an s10 just to let the wife play around in it
I wonder if the exhaust flowing Through the exhaust on the dart heads, is causing a Venturi effect on the intake side . In turn, helping to pull more vacuum or negative pressure at the back of the valve, acting like more overlap from a cam. I like too know if you get to testing those heads
,,,,,Thank you for your dedication and upright honesty..................I started my passion for [v-8] horsepower in 1965 [days of J Mondello] , ......I advance as time flies forward,,,,,,learning ,spending , doing , ..You are neck deep in the realm of cylinder head research,,,,,,,And I thought I knew alot.................My performer rpm 302 heads need to flow 200 cfm for a 377 inch upgrade,,,,,,,,,,,,,,How much to port them,,,,,,I need to contact your shop.............
I know this might be impractical for you to test (maybe on an internet ports heads series). How about flow difference changing out the guides and going to a smaller sized valve stem? Any experience with that on situations where it might be worth considering? Thanks.
Question, in your videos concerning the 440 cylinder heads, you made it abundantly clear how terrible the combustion chambers were. Is there any modification you're aware of that can be made to improve that design? Example, adding filler material in the correct locations, then grinding/sculpting the chambers to achieve a more "heart shaped" chamber as opposed to a simple "bath tub" layout. Would I see a worthwhile return in flow or power attempting a modification like that ? Have you ever seen a modification like this executed successfully?
Hi Eric, great video! It takes a real man to show his mistakes. Every time I watch one of your videos, I learn something new. I know you don't port cast iron anymore, but would love to hear your insight on improving the exhaust side of Vortec heads. I have a set of Summit/Dart Vortecs and want to improve the exhaust side because the air flow sucks. Even the Dart's have terrible exhaust side. I have heard others say to go to a 1.60" exhaust valve, but what else, if anything can be done?
No matter how long you've built engines, or who you are, mistakes will always be made. it happens The shit part is having to go back in and correct them. Fortunately Ive never punched a water jacket while porting heads. but I had a shop port one many years ago that did. Thats why I port my own heads now. I wouldn't complain about any aftermarket head, they never seem to require extensive work. If you want to experience the bottom of the barrel, stick your finger in stock small block Ford exhaust ports and try to touch the valves. I had a girl with tiny fingers try and she couldn't even do it.
I got another one what aftermarket cast iron head is the best for daily driving that will last longer than stock heads and make great power that is a 64cc head? I hear about to many vortex head problems like cracking and intake gasket problems and all I can think of is 041 heads being the better option for not having that bad of an issue compared to vortex so that's why I wondering if there is a better option
This would be too costly to do. (all the shipping) but I'd like to see it. Have Richard Holder get a dyno mule ready for out of box heads for a baseline.Then have you port just the intake port. back on the dyno. Then port just the exhaust on another new set. Then finish one set or the other for final test.
Which cast iron head do you recommend World product 220 or dark iron eagle 230 I believe it's called? They both have 208 intake valve. I am just trying to figure the best cast iron head for racing.
Eric, I have wondered forever since I started learning about portwork, what is the name of the product you use to cast the port shape, it looks like it was like shaving cream but dried to foam rubber???
Hi Eric. One specify question: Was it better at higher rpm and does the guy see same using narrower lobe angle cam? Maybe hole increased overlap flow, which is maybe more needed at higher rpm and why im interested to measure that. You have good videos and i appreciate what you are sharing. Cheers, -juhana
Nitrous likes big exhaust ports.I had a friend who ported the exhaust real big and Intake ported as well he was told he ruined the heads because velocity would be hurt sprayed a 150 shot and made 200hp wheel sprayed 250 and 300hp wheel nitrous changes things and how it works
I feel your pain. Having been self employed since the late eighties, there are a few that were the same way. Should have just handed them money and said thanks for not doing business with me........
I have a McFarland TorkLink manifold, just cuz its different and I crewchiefed / chassis guy on a IMCA Modified that we won the Canadian National Championship, so its kinda sentimental ya know. I'd like to know what heads you would suggest I run on my 383 with the Torklink for a torquey street / strip setup. Should I port the intake a bunch? Shooting for 550 - 600 HP. Love your videos, knowledge and insight! Cheers eh! -Shiny
If i remember correctly the Tork-Link really liked a flat crank to work properly . Then it grunted its brains out !!! Unique intake for sure that reqjired a unique approach to do its best . You never even hear of such things anymore of that level of effort .
Wonder why Vizard fills the intake port floors of V8 heads very much like the first one, with 1/2 of epoxy, and claims its an alteration which works really well?
Do you use a Pitot Tube to map a Port ? Map Equal Pressures in Port ?? Do you use a Probe to measure Speed- Velocity around the Valve, SS, Port?? Have you ever used a Smoke Box to Visually see Flow around Valve- Seat and Cylinder ?? Hole between In & Ex Ports? Could the Velocity of Ex flowing out actually Suck Intake Flow out Exhaust , Injecting O2, creating Higher Ex Velo, Pulling more IN Flow thru IN Valve on Overlap ??? Packing Denser Charge ?? Just Maybe gets EX out Faster-More Room for IN Charge--Less Dilution of IN Charge ?? just Spitballing !! Smokey Yunick Drilled 1/8" in Headers Near the Heads way back , To get Oxygen into Ex to Increase Velo ?? Smokey KNEW about NITROUS !!
Were cams specs mentioned for the nitrous engine? I wonder if cams were swapped much within the short time that he used the heads with holes between bowls. Looking forward to following your research into this anomaly. Can it be reproduced effectively using these heads on different combinations?
I have a question you might be interested in. But first to explain my inspiration for this question. I was on my 1020 bench testing a hemi head. I cleaned some carbon of the back of the valve. Got a little heavy with it and slightly softend the edge of the back angle. Very very slight change. Put the head back on the bench and 10 cfm dissapeared. Lol. Not a new thing. I have tried playing with back angles in the past and realise how sensitive it can be. So thats it. Made me curious what experiances or stories you have about testing different valve back angles? I can imagine you have been far down that rabbit hole also. Might be a good topic of discussion. Cheers! Tom Mohan
I like this question myself. I’ve been down the back cut angle rabbit hole too many times and have had similar experiences. One thing I tended to attribute to testing inaccuracies on valve seat angles and valve back cut angles is stem to guide clearance. I say this only because I later tested some heads that were set up very tight on guide to stem clearance and the testing inaccuracies seem to be more clear. I’m in no way certain if this is fact or not, however I think it’s a fair question.
@@juhanahuovinen Hi Juhana. I am unsure of your referencing - "when I add material" ? I had asked Eric if he might be interested in a discussion on valve back angles and shapes. I never referd to adding any material that I am aware of. Please explain if you like. I will do my best to answer. Cheers! Tom
@@mohanperformance.enginerd.1308 I mean valve is working with the port and if you see gain when theres less area, because carbon, maybe its like a thulip shape valve thing.
@@juhanahuovinen at this point anything is possible. I have not returned to the flowbench yet to test. But im going to go tonight with valves back cut differently. As well as play with texturing and plastercine to try learn where it is unhappy. It still flows 500 cfm at .850 lift. And a 2.400 valve. Not terrible. But not great either. If I find anything particularly interesting. I will let you know. Cheers!
Is it possible the nitrous cooled the exhaust gas through the whole and made it travel faster out the header? When you pointed out that no carbon on the intake side, makes me think that the fuel and nitrous slamming against the closed intake valve was pulled into the exhaust port on scavenge. Cooling and condensing the gas allowing it to increase velocity. Before I get bagged on, I am a plumber not an engineer.
I was thinking the pressure from the exhaust was acting as a boost to the intake. The spent oxygen is not a problem as the nitrous more than compensates.
I want to take some Del West (NAS car spec) titanium valves and turn them down to fit my head. I’ve done a few with some success. But would love a few ideas to help make the set up better. It’s for a Dodge SRT-4 (Neon) 2.4 turbo motor. There’s a lot to the build so won’t go to deep. But it’s built for Drag and Drive and Hill Climb events. Anyone in the community chime in plz! I do have billet tool steel caps for them so cutting to length isn’t the issue.
Hey Eric I sent you a couple emails regarding intake manifold suggestions. One from a work email and another from personal. When you have a chance could you take a look.
Nitrous is so cold that the hole in there was causing a vaccum effect with hot exhaust exiting faster or so much was taken out on the exhaust it helped nitrous exit I have learned with nitrous the faster exhaust leaves the more power
@@WeingartnerRacing I have a set of Profiler DRCE2 5" Borespace heads on large cubic inch deal. When this comes apart for freshen up, I may have to contact you.
First off there is no warranty on race stuff. Your never going to get a dyno if you keep giving peoples money back and doing jobs that end up paying in the negatives. I tell all head customers it's "your" gamble. If I fall through anywhere, have to go back and fix anything or the head doesn't work as expected you still have to pay me. The whole idea is a gamble and anything could go wrong. I'm in business to make money, not friends and that's just the way it has to be if you want to stay in business. As an old boss of mine told me many years ago "my shop, my way". Sit these customers down and tell them how it's going to be before committing.
Torklink dual plane with divider removed is really just a long runner torturous single plane. With it fully divided it'd be a dual plane with the wrong cylinders paired, never gunna be a great manifold.
Would the 4/7 swap help with that manifold? I carved on a single plane manifold and filled in with Bondo, but never got to run it. That was just before they started making the cam swap, so I knew that something needed improvement.
Eric you’re level of integrity is amazing.
I don't make mistakes, I go straight to F.U.B.A.R. every damn time...LOL
Lmao, that's me I'm a fucker upper, dats what I do fugg sheet up
I like the fact that you hold your mistakes in high regard and talk about them. You tend not to repeat them this way.
I can promise you this brother, Nobody who is great at something got there from being flawless! Making mistakes sucks but that is how you learn and gain experience, its something that can't be bought or given, its just something that comes with mastering a skill. Love your videos and work, and gain alot of knowledge from watching 💯
I would love to hear any info you have on porting and throat percentages for 4 valve heads. Thanks for your time and all the knowledge you share most head porters keep everything really top secret
Yes please!
👍💪💯
Circle track racers used that torque link manifold back in the day
Oh the joys of porting heads alloy or cast.. been there n found water .. later work i sacrificed a head and chopped it up into many bits to get an idear on how thin port walls were and had less water jacket vents.. great work Eric.
Hi Eric, I had a torklink manifold once on a 383 sbc but ended up selling it when I changed vehicles because it wouldn't fit under the hood. It will be interesting to see how it flows. I'm running an rpm air gap now on the same engine. BTW, I admire your honesty. Not many people would admit their mistakes but that's how we learn and sometimes stumble across something new.
A man who puts his heart in his work!!!! Way to be Eric!
Long time viewer, I might have made a comment on a video time to time but not very often, that’s why I watch your channel, your real no cover up and you show mistakes you make rather it’s on a head or intakes, I admire and share channels like yours, keep up with the great content..I need to dig threw some of my old intakes from the 80’s and early 90’s, some of them you mentioned that are hard to find I might have a couple hid out, most are packed now.. for the help and ideas you have helped me on, if I find one I’ll just send it to you, I won’t be needing it, 90% of my intakes have not been cut on yet.. keep the great content coming I look forward to your video’s.
Thanks for sharing this with us great video 👍
Lots of great info as always! The hole between bowls is interesting.
Really looking forward to seeing the V6 head ported , I hope you'll be showing us that.
Its great that you can buddy up with Holdner. Im excited to see the result before i work on my 3.8 s/c heads.
Thanks for the video.
odd ball theory here, but being with the hole in the bowls on that ford head. it might of ran better on nitrous because it was leaking n2o/fuel into the exhaust side. so the exhaust port basically had a nitrous an fuel charge sitting inside it. once the exhaust opened it'd then ignite it in the port.the flame fronts going to want to go out the header an then combine that with the piston shoving the spent exhaust out youd think it'd help scavenge the exhaust out that cylinder..
Can't wait to see those intake manifold flow tests.
I love listening to Your Videos...its like hanging out with one of my motor head buddies....There are other guys...but i can't listen to them...to me...there completely wrong.!..😆. 🙈...Its Great..!👍🏁🏁🏁🇺🇸
Great work Eric.
Alot to be learned from mistakes thanks for sharing
Kudos for honesty. The very best has uh-oh's but never admit it. 👍
Thanks Eric i enjoy watching this video's.
Man some of my biggest mistakes I learned a lot from and found some stuff out 😉. Sorry you lost money but you know that just shows how good of a person you are A lot of people won't do that these days, subscribed 🍻🍻
Hey Eric. Thanks for sharing all your knowledge with us. I would love to see a video on what you do differently (if anything) when porting a head for use with forced induction. Thanks!
I second that
Yes please do.
It’s hard to believe this info is free! I love it
You are very talented sir.
Love the yellow engine paint.
Its supersonic flow on the exhaust side so that small hole doesnt act like a venturi in subsonice flow. While the intake side is acting like a standard venturi, and this is localized to the pin hole not the whole runner flow dynamics.
Since you have a boundary layer and the reverse venturi of supersonic flow its actually sucking in from the intake side and this is why you dont see the carbon deposits.
Now some may argue that you dont see this as an exhaust leak is seen with the carbon deposits visible but in that case you dont have subsonic and supersonic flows you only have for all intents and purposes supersonic flow and static representing the atmospheric pressure.
Exhaust flows at mach or higher and is always looking for low pressure, that isnt the case in the intake runner.
About as close of an analogy as I can get is some entrances into buildings where the doors are open, theres normally some sort of "air blanket/dam that acts as a boundary, you walk through it and feel the blast but on one side its ambient temp while on the other side its a controlled environment and only the air blast separates the two. Its not as efficient as a solid object but thats not the point of this analogy.
That SBF head ‘mistake’ is very interesting, but the mixing between the exhaust and intake is even more perplexing.
Yes it is .
Keep up the good work👍🏼
Question: Do you port heads intended for either boost or N/A differently? Thanks for the great content and information! Best head educational value on youtube.
Weld done Eric!
@ 5:30 you can get a pair of SB2 heads for real cheap here in Australia from Higgins Race Developments.
He used to do heads for V8 supercars here in Aus before Rebull and KRE took over.
Well at least when you say you're an honest businessman there's not a whole lot of people out there that would even admit they made a mistake I guess I should have stuck with porting heads I started we cast-iron & now every thing is aluminum your making pretty good chunk change
i watch all your work i love it i have worked in mech shop backin the day i have ported some heads and flowed on a super flow my ques. is i have set of 195 sbc bpe eng heads do you have any input on them they look to like a 195 afr head can you give mesome imput thanks from and old guy only 70 ha ha but still racing thanks again great work
Hi Eric, excellent video! Love all the info and insight you provide. Are you able to sell that Holley EFI tunnel ram? I would be very interested in it, thank you.
Eric,
I purchased a Dakota PR9 ultra sonic thickness tester because I never want to hit water, and I could buy one tester or 1 head, and I thought the tester will keep me out of trouble on multiple heads. Don't know if you have one or have used them. But I think it's important as I'm not experienced with as many heads as you.
What are some simple and safe modifications I can do at home to get some more flow out of some AFR Race port 220's?
In the ford heads, I think the exhaust made power on nitrous, so what about trying to go a bit thicker on the intake side, maybe. 020" thicker on the exhaust side, then a ceramic coating on the whole exhaust port!?!? Maybe ceramic coat a part of the intake port to insulate some of the heat? Do you think the ceramic coating could protect the thin aluminum in between the ports??
interesting internal metered scavenging ,I would love to find out if any high dollar engine shop (f1,cup type) experimented with this outside the box type stuff
Which cylinder head would you recommend for a stock bottom end 350 with arp hardware would you recommend out of the box brodix IK180 IK200 or a profiler 180 it will be a nitrous setup and most likely a solid flat tappet cam. I’m shoving it in an s10 just to let the wife play around in it
I wonder if the exhaust flowing Through the exhaust on the dart heads, is causing a Venturi effect on the intake side . In turn, helping to pull more vacuum or negative pressure at the back of the valve, acting like more overlap from a cam. I like too know if you get to testing those heads
,,,,,Thank you for your dedication and upright honesty..................I started my passion for [v-8] horsepower in 1965 [days of J Mondello] , ......I advance as time flies forward,,,,,,learning ,spending , doing , ..You are neck deep in the realm of cylinder head research,,,,,,,And I thought I knew alot.................My performer rpm 302 heads need to flow 200 cfm for a 377 inch upgrade,,,,,,,,,,,,,,How much to port them,,,,,,I need to contact your shop.............
I know this might be impractical for you to test (maybe on an internet ports heads series). How about flow difference changing out the guides and going to a smaller sized valve stem? Any experience with that on situations where it might be worth considering? Thanks.
Would You be interested in porting a set of the aluminum split port heads from a 3.8l Mustang?
Question, in your videos concerning the 440 cylinder heads, you made it abundantly clear how terrible the combustion chambers were. Is there any modification you're aware of that can be made to improve that design? Example, adding filler material in the correct locations, then grinding/sculpting the chambers to achieve a more "heart shaped" chamber as opposed to a simple "bath tub" layout. Would I see a worthwhile return in flow or power attempting a modification like that ? Have you ever seen a modification like this executed successfully?
Hi Eric, great video! It takes a real man to show his mistakes. Every time I watch one of your videos, I learn something new. I know you don't port cast iron anymore, but would love to hear your insight on improving the exhaust side of Vortec heads. I have a set of Summit/Dart Vortecs and want to improve the exhaust side because the air flow sucks. Even the Dart's have terrible exhaust side. I have heard others say to go to a 1.60" exhaust valve, but what else, if anything can be done?
No matter how long you've built engines, or who you are, mistakes will always be made. it happens
The shit part is having to go back in and correct them.
Fortunately Ive never punched a water jacket while porting heads. but I had a shop port one many years ago that did. Thats why I port my own heads now.
I wouldn't complain about any aftermarket head, they never seem to require extensive work. If you want to experience the bottom of the barrel, stick your finger in stock small block Ford exhaust ports and try to touch the valves. I had a girl with tiny fingers try and she couldn't even do it.
I got another one what aftermarket cast iron head is the best for daily driving that will last longer than stock heads and make great power that is a 64cc head? I hear about to many vortex head problems like cracking and intake gasket problems and all I can think of is 041 heads being the better option for not having that bad of an issue compared to vortex so that's why I wondering if there is a better option
This would be too costly to do. (all the shipping) but I'd like to see it. Have Richard Holder get a dyno mule ready for out of box heads for a baseline.Then have you port just the intake port. back on the dyno. Then port just the exhaust on another new set. Then finish one set or the other for final test.
Which cast iron head do you recommend World product 220 or dark iron eagle 230 I believe it's called? They both have 208 intake valve. I am just trying to figure the best cast iron head for racing.
Can you flow test a edelbroc 2701 intake with the others if you have one in house please
Eric, I have wondered forever since I started learning about portwork, what is the name of the product you use to cast the port shape, it looks like it was like shaving cream but dried to foam rubber???
Could the hole be pre-heating the intake charge?
Hi Eric. One specify question: Was it better at higher rpm and does the guy see same using narrower lobe angle cam? Maybe hole increased overlap flow, which is maybe more needed at higher rpm and why im interested to measure that.
You have good videos and i appreciate what you are sharing. Cheers,
-juhana
Nitrous likes big exhaust ports.I had a friend who ported the exhaust real big and Intake ported as well he was told he ruined the heads because velocity would be hurt sprayed a 150 shot and made 200hp wheel sprayed 250 and 300hp wheel nitrous changes things and how it works
with the manifold test, is there any chance you can do a comparison to a tunnel ram too?
You aren't a Head Porter until you've poked a hole.... just quicker and better for the Customer to get another casting no matter the cost !
When you were at PIR week, did the conversation ever roll around to chamber softening small block heads. Is it beneficial in any appreciative way?
I feel your pain. Having been self employed since the late eighties, there are a few that were the same way. Should have just handed them money and said thanks for not doing business with me........
What epoxy do you use on exhaust ports?
Hey did you get to test the head's to see if the holes made a difference in HP
make sure you film the c10 next practice day gonna be sick
I have a McFarland TorkLink manifold, just cuz its different and I crewchiefed / chassis guy on a IMCA Modified that we won the Canadian National Championship, so its kinda sentimental ya know.
I'd like to know what heads you would suggest I run on my 383 with the Torklink for a torquey street / strip setup. Should I port the intake a bunch? Shooting for 550 - 600 HP.
Love your videos, knowledge and insight!
Cheers eh!
-Shiny
If i remember correctly the Tork-Link really liked a flat crank to work properly . Then it grunted its brains out !!! Unique intake for sure that reqjired a unique approach to do its best . You never even hear of such things anymore of that level of effort .
How did you start your business? And what tools, knowledge did you have back then
Wonder why Vizard fills the intake port floors of V8 heads very much like the first one, with 1/2 of epoxy, and claims its an alteration which works really well?
Why didnt you weld on the exhaust port bowl instead ??
Could the hole between ports contribute to a lean mixture. Uncontrollable but more power to a point then new piston time?
I doubt it.
16:55 I would have assumed the exhaust charge would have lit off the intake charge with amusing results.
Do you use a Pitot Tube to map a Port ?
Map Equal Pressures in Port ??
Do you use a Probe to measure Speed- Velocity around the Valve, SS, Port??
Have you ever used a Smoke Box to Visually see Flow around Valve- Seat and Cylinder ??
Hole between In & Ex Ports? Could the Velocity of Ex flowing out actually Suck Intake Flow out Exhaust , Injecting O2, creating Higher Ex Velo, Pulling more IN Flow thru IN Valve on Overlap ??? Packing Denser Charge ??
Just Maybe gets EX out Faster-More Room for IN Charge--Less Dilution of IN Charge ?? just Spitballing !!
Smokey Yunick Drilled 1/8" in Headers Near the Heads way back , To get Oxygen into Ex to Increase Velo ?? Smokey KNEW about NITROUS !!
Were cams specs mentioned for the nitrous engine? I wonder if cams were swapped much within the short time that he used the heads with holes between bowls. Looking forward to following your research into this anomaly. Can it be reproduced effectively using these heads on different combinations?
@Missouri Creek Fishing Is there something I missed in your video regarding Eric's ported heads?
Hey Bud! how much for the speed master?
If i recall correctly the Tork-Link required a flat crank to work properly FYI .
I have a question you might be interested in. But first to explain my inspiration for this question. I was on my 1020 bench testing a hemi head. I cleaned some carbon of the back of the valve. Got a little heavy with it and slightly softend the edge of the back angle. Very very slight change.
Put the head back on the bench and 10 cfm dissapeared. Lol. Not a new thing. I have tried playing with back angles in the past and realise how sensitive it can be.
So thats it. Made me curious what experiances or stories you have about testing different valve back angles? I can imagine you have been far down that rabbit hole also. Might be a good topic of discussion.
Cheers! Tom Mohan
I like this question myself. I’ve been down the back cut angle rabbit hole too many times and have had similar experiences.
One thing I tended to attribute to testing inaccuracies on valve seat angles and valve back cut angles is stem to guide clearance.
I say this only because I later tested some heads that were set up very tight on guide to stem clearance and the testing inaccuracies seem to be more clear.
I’m in no way certain if this is fact or not, however I think it’s a fair question.
Hi Mohan. How efficient that seat/pocket area was when you saw gain by "adding" material?
@@juhanahuovinen Hi Juhana. I am unsure of your referencing -
"when I add material" ?
I had asked Eric if he might be interested in a discussion on valve back angles and shapes. I never referd to adding any material that I am aware of.
Please explain if you like. I will do my best to answer.
Cheers! Tom
@@mohanperformance.enginerd.1308 I mean valve is working with the port and if you see gain when theres less area, because carbon, maybe its like a thulip shape valve thing.
@@juhanahuovinen at this point anything is possible. I have not returned to the flowbench yet to test. But im going to go tonight with valves back cut differently. As well as play with texturing and plastercine to try learn where it is unhappy. It still flows 500 cfm at .850 lift. And a 2.400 valve. Not terrible. But not great either. If I find anything particularly interesting. I will let you know.
Cheers!
Use 350 degree alumiweld and plug the hole??
Why don't you port cast iron cylinder heads
Is it possible the nitrous cooled the exhaust gas through the whole and made it travel faster out the header? When you pointed out that no carbon on the intake side, makes me think that the fuel and nitrous slamming against the closed intake valve was pulled into the exhaust port on scavenge. Cooling and condensing the gas allowing it to increase velocity. Before I get bagged on, I am a plumber not an engineer.
I was thinking the pressure from the exhaust was acting as a boost to the intake. The spent oxygen is not a problem as the nitrous more than compensates.
You ever work on any Pontiac heads?
I want to take some Del West (NAS car spec) titanium valves and turn them down to fit my head. I’ve done a few with some success. But would love a few ideas to help make the set up better. It’s for a Dodge SRT-4 (Neon) 2.4 turbo motor. There’s a lot to the build so won’t go to deep. But it’s built for Drag and Drive and Hill Climb events. Anyone in the community chime in plz! I do have billet tool steel caps for them so cutting to length isn’t the issue.
What is the little gray relay just under the mastercyl
Proportional valve and pressure switch
Hey Eric I sent you a couple emails regarding intake manifold suggestions. One from a work email and another from personal. When you have a chance could you take a look.
Nitrous is so cold that the hole in there was causing a vaccum effect with hot exhaust exiting faster or so much was taken out on the exhaust it helped nitrous exit I have learned with nitrous the faster exhaust leaves the more power
Id like to some s10 content 😁
You should just save the money in the newer bench and put it towards more machines and start building your own engines. Your a freaking wizard at it.
EGR that makes power? Interesting.
Very few people will ever know what's it's like to own a small business. Those who do it successfully have a very different outlook on life.
Forget the flow bench. Save the money for the Dyno.
#EricWeingartner have u ever ported or flowed the old sbc canted valve trick flow heads?
No
Have you worked on any GM DRCE2 cylinder heads in the shop?
No I wish.
@@WeingartnerRacing I have a set of Profiler DRCE2 5" Borespace heads on large cubic inch deal. When this comes apart for freshen up, I may have to contact you.
You ever see a set of B1s for Mopar ?
Yes I have a set to port in the shop.
Holdener had someone else port a set of 3800 heads and said he got almost nothing from the porting. Not sure if he got another set of heads for you.
you mentioned the velocity was to fast. how fast is to fast for the velocity over ssr apex. is 400 to fast
for instance. 310 at the center of the pp apex and 400 at ssr apex.
3👍's up EW thanks for sharing
How many people have told that story? "best its ever run 5 seconds before it blew up"
Ever considered a PTS Eric? Speak to Bruce.
The other less interesting thing is the cost of Superflow ‘stuff’, I’m being polite here. I’ll stick with home made thank you.
Powerglide consumes 16hp , T350 is 26hp , and the T400 eats 48hp believe it or not at 7500 .
Meant speed warrior…
First off there is no warranty on race stuff. Your never going to get a dyno if you keep giving peoples money back and doing jobs that end up paying in the negatives. I tell all head customers it's "your" gamble. If I fall through anywhere, have to go back and fix anything or the head doesn't work as expected you still have to pay me. The whole idea is a gamble and anything could go wrong. I'm in business to make money, not friends and that's just the way it has to be if you want to stay in business. As an old boss of mine told me many years ago "my shop, my way". Sit these customers down and tell them how it's going to be before committing.
Torklink dual plane with divider removed is really just a long runner torturous single plane. With it fully divided it'd be a dual plane with the wrong cylinders paired, never gunna be a great manifold.
Would the 4/7 swap help with that manifold? I carved on a single plane manifold and filled in with Bondo, but never got to run it. That was just before they started making the cam swap, so I knew that something needed improvement.
@@knutbjornlarsen4435 Not sure what the 4 7 swap is, firing order ? But no it won't help, a flat plane crank would work with it divided.
Why didnt you take the replacement and yeah given him his money back lol.. thats no loss