Charles, major kudos, as a long time student of DV and a big fan of your expert workmanship, I want to thank so much for the very clear explanations...and most of all for telling people NOT to lower the port floors...can't tell you how many ports I seen ruined from people dropping the floors!!! Please keep up the great work, we can't wait for the next installment!!!
Hooray! Someone finally gets that the flow is always turbulent. Amazing. I calculated what the flow rate for a typical SB port (1" x 2" at the entrance) at Re=2300 and got a number around 2-3 cfm. I did that calculation about 25 years ago. I think what most people call turbulence is flow separation on the SSR.
That may be from people actually being able to hear the separation when the ssr starts to lose it. In a running engine the flows will be fully turbulent.
Those would put some aluminum heads on the shelf as cast and the air flow being at .500 instead of .600 lift would equal even more power not needing such a heavy spring to get the cfm advantage.
oh wow , my chinese SS shorties came in today ( just going to internal ceramic coat so they look pretty in the dog house.. van stuff you know) and was looking at gasket sizes .. didn't realize theyre as "massive" as my long tubes on primaries.. I guess a 1 5/8.. when you say small you really mean basically the stock opening with maybe removing that one odd corner... I measured out 1.030 and it was basically the stock width... 1.355 is like a piece of straw or not even the inside of a pen inks chamber maybe a line drawn with a pen. feel like lightly touching the outside with even an 1/8th inch burr could go too far... So when you say one made too much velocity I assume maybe work with the valve guide boss intact? I then also realized even if I marked the stock steel gaskets those are too large to get those results you pulled in that shootout on edging that guy by 20 ft lbs and im on a 1.460" . Thanks again for all you share though.. That first pair of heads man.. all 1/8th burrs I did with probably went through 40 hours. I finally got some real equipment coming this week like a long shank egg 1/4" got an extended air grinder ( cant believe how fast i plowed the thermactors off ) and I got a proper electric die grinder with the industrial looking cylinder that hangs with a pedal like a 780 watt.. with a flex hose, a chuck rather than a collet so I can run 1/4 burrs or my 1/8 inch flex. Honestly I don't know how you guys maintain control over 1/4 inches in those little bowls .. I'm so used to the 1/8th inch on that flex line being able to get in everywhere... was def useful for the short turn / short side though ..
I also have to mention on these heads the exhaust is over 75% of the intakes flow at .500 lift...A typical ford E7 is in the 50% range..Very impressive E7 heads here more than capable of 375 with a mild street combination and 400 plus with a more aggressive combination.
@@panthermadness4232 we never broke any internal parts. I spent a week on the block, aweek on the rods and a week on the pistons. Deburred, balanced and polished to remove stress risers. Old school build horsepower.
@@servediocylinderheads seen a guy welding some kind lined web 🕸️ welds to the intake valley to help the stock ho 8.2deck lid...302...he said it helps with pushing the limits of the factory block. So the center valley don't crack under high hp tq levels and taking it repeatedly down the track. At way higher RPM levels. Way past 6k he said...and send. Doing this trick he learned from some one else ...he said he done a few for his and they were pleased...with the out come...also I think he's got a certing oil pan too. I guess help the block strength....love ur vids man...I have learned a lot from people like....so thanks for ur vids brother...
Charles another great job, the short turn radius is one of the worst in the e7 heads from what I see . I was wondering have you noticed when your porting a runner and the air still doesn't want to move on the side your porting on but yet it will pick up on the opposite side ?? and I thought I was on my own when it comes to removing the guide when possible beings everyone else says that doesn't help could you share your opinion on these things 👍👍
It is a long story but the first set of E7's I did was also the first SBF I ever did. So I needed to learn... So that engine between seizing oil pumps and blowing head gaskets came apart four times. Each time I could see what was happening in the runners and chambers. I ported them some more. I am sure they wer e eggshells it a few places but way before I owned a sonic. Each time it got snottier. As far as moving the flow, if you have the metal you can change the shape of the ssr or lower the floor a small amount to move the airflow. Pitot tells you what is happening. Thanks, Charlie
@@servediocylinderheads yeah you definitely have to pick and choose your battles with them if they had enough metal in them they would run with almost anything out there such as the performer head or such 👍👍
Charlie, remember our chat on the vane on the floor not the roof , right at the Short Side Radius and make it from there all the way back an 1/2" to 3/4". I bet you that port steadily climbs to about 0.650" to almost 0.700" lift😉. Don't make it too tall though.
So are these head's not as efficient as the 1969-71 Ford 351 Windsor cylinder heads with 2.000" LS 8mm stem intake valve's and 1.58" LS 8mm stem exhaust valve's?
without a flow bench the only thing I could do was buy a chinese anemometer with pitot setup. Like for HVAC/general I then found an air mattress pump laying around and taped a water bottle to the end of it so the contour seats nicely in a bowl. I can't remember the unladen speed of the pump.. It was 20 something mph and then my port speeds were like 16+ if I remember correctly maybe 18? I guess this shows some percentage but obviously is not consistent with a running speed of the engine. I really just bought it to check consistent airflow where maybe my inside calipers were off... but surprisingly it was pretty consistent mostly nothing moving to a whole number so I'm sure there's areas i need to touch up but. But it is still nifty to like move the tube in certain parts of the tunnel or bowl to visualize how the air moves at what velocities. Which leads me to the question of like how forgiving are cylinder heads anyway? I feel like so many guys probably do more than gasket match.. get into the bowl and maybe don't even mic it out.. I mean one video on here shows an engine running with only one head so I guess it's really just about efficiency? if you had a port thats not perfectly cloned with others etc.
Charles, major kudos, as a long time student of DV and a big fan of your expert workmanship, I want to thank so much for the very clear explanations...and most of all for telling people NOT to lower the port floors...can't tell you how many ports I seen ruined from people dropping the floors!!! Please keep up the great work, we can't wait for the next installment!!!
Thanks, Phil!
Been reading your comments and discussion on speedtalk for years, nice to see you making videos and sharing this stuff with us Mr. Servedeo
Finally got a chance to watch and study this. Great topic and presentation. Again thanks for sharing.
Hooray! Someone finally gets that the flow is always turbulent. Amazing. I calculated what the flow rate for a typical SB port (1" x 2" at the entrance) at Re=2300 and got a number around 2-3 cfm. I did that calculation about 25 years ago. I think what most people call turbulence is flow separation on the SSR.
That may be from people actually being able to hear the separation when the ssr starts to lose it. In a running engine the flows will be fully turbulent.
Those would put some aluminum heads on the shelf as cast and the air flow being at .500 instead of .600 lift would equal even more power not needing such a heavy spring to get the cfm advantage.
oh wow , my chinese SS shorties came in today ( just going to internal ceramic coat so they look pretty in the dog house.. van stuff you know) and was looking at gasket sizes .. didn't realize theyre as "massive" as my long tubes on primaries.. I guess a 1 5/8.. when you say small you really mean basically the stock opening with maybe removing that one odd corner... I measured out 1.030 and it was basically the stock width... 1.355 is like a piece of straw or not even the inside of a pen inks chamber maybe a line drawn with a pen. feel like lightly touching the outside with even an 1/8th inch burr could go too far... So when you say one made too much velocity I assume maybe work with the valve guide boss intact? I then also realized even if I marked the stock steel gaskets those are too large to get those results you pulled in that shootout on edging that guy by 20 ft lbs and im on a 1.460" . Thanks again for all you share though.. That first pair of heads man.. all 1/8th burrs I did with probably went through 40 hours. I finally got some real equipment coming this week like a long shank egg 1/4" got an extended air grinder ( cant believe how fast i plowed the thermactors off ) and I got a proper electric die grinder with the industrial looking cylinder that hangs with a pedal like a 780 watt.. with a flex hose, a chuck rather than a collet so I can run 1/4 burrs or my 1/8 inch flex. Honestly I don't know how you guys maintain control over 1/4 inches in those little bowls .. I'm so used to the 1/8th inch on that flex line being able to get in everywhere... was def useful for the short turn / short side though ..
Practice. Do not make the headers bigger and do not gasket match exhaust.
I also have to mention on these heads the exhaust is over 75% of the intakes flow at .500 lift...A typical ford E7 is in the 50% range..Very impressive E7 heads here more than capable of 375 with a mild street combination and 400 plus with a more aggressive combination.
Then hit it with a 200 shot?
@@servediocylinderheads ..easy 9s if the short block can take it.
@@panthermadness4232 we never broke any internal parts. I spent a week on the block, aweek on the rods and a week on the pistons. Deburred, balanced and polished to remove stress risers. Old school build horsepower.
@@servediocylinderheads seen a guy welding some kind lined web 🕸️ welds to the intake valley to help the stock ho 8.2deck lid...302...he said it helps with pushing the limits of the factory block. So the center valley don't crack under high hp tq levels and taking it repeatedly down the track. At way higher RPM levels. Way past 6k he said...and send. Doing this trick he learned from some one else ...he said he done a few for his and they were pleased...with the out come...also I think he's got a certing oil pan too. I guess help the block strength....love ur vids man...I have learned a lot from people like....so thanks for ur vids brother...
👍💪
Charles another great job, the short turn radius is one of the worst in the e7 heads from what I see . I was wondering have you noticed when your porting a runner and the air still doesn't want to move on the side your porting on but yet it will pick up on the opposite side ?? and I thought I was on my own when it comes to removing the guide when possible beings everyone else says that doesn't help could you share your opinion on these things 👍👍
It is a long story but the first set of E7's I did was also the first SBF I ever did. So I needed to learn... So that engine between seizing oil pumps and blowing head gaskets came apart four times. Each time I could see what was happening in the runners and chambers. I ported them some more. I am sure they wer e eggshells it a few places but way before I owned a sonic. Each time it got snottier. As far as moving the flow, if you have the metal you can change the shape of the ssr or lower the floor a small amount to move the airflow. Pitot tells you what is happening. Thanks, Charlie
@@servediocylinderheads yeah you definitely have to pick and choose your battles with them if they had enough metal in them they would run with almost anything out there such as the performer head or such 👍👍
@@terrygrover6440 There in lies the battle. Not enough metal for the ultimate shape required. And many times too much metal removed from dead areas.
Charlie, remember our chat on the vane on the floor not the roof , right at the Short Side Radius and make it from there all the way back an 1/2" to 3/4". I bet you that port steadily climbs to about 0.650" to almost 0.700" lift😉. Don't make it too tall though.
Can't work on these right now have other projects. Thanks
So are these head's not as efficient as the 1969-71 Ford 351 Windsor cylinder heads with 2.000" LS 8mm stem intake valve's and 1.58" LS 8mm stem exhaust valve's?
It would depend who ported them.
without a flow bench the only thing I could do was buy a chinese anemometer with pitot setup. Like for HVAC/general I then found an air mattress pump laying around and taped a water bottle to the end of it so the contour seats nicely in a bowl. I can't remember the unladen speed of the pump.. It was 20 something mph and then my port speeds were like 16+ if I remember correctly maybe 18? I guess this shows some percentage but obviously is not consistent with a running speed of the engine. I really just bought it to check consistent airflow where maybe my inside calipers were off... but surprisingly it was pretty consistent mostly nothing moving to a whole number so I'm sure there's areas i need to touch up but. But it is still nifty to like move the tube in certain parts of the tunnel or bowl to visualize how the air moves at what velocities. Which leads me to the question of like how forgiving are cylinder heads anyway? I feel like so many guys probably do more than gasket match.. get into the bowl and maybe don't even mic it out.. I mean one video on here shows an engine running with only one head so I guess it's really just about efficiency? if you had a port thats not perfectly cloned with others etc.
Intake manifolds are way off flow port to port so one port different will not make much of a difference.
Charlie did you go after the floor on the exhaust
Not sure what you mean?