The Hidden Power In Your Cylinder Heads - Detailing For The Home Engine Builder
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- čas přidán 7. 04. 2022
- Inconsistencies in factory cylinder castings can create a huge discrepancy between what power an engine makes vs what it's supposed to make. Detailing the ports and bowls is not as radical as a true porting job, but it can still unlock a nice chunk of power for free. Best of all, anyone can do it without any special tools or secret knowledge.
#engineblueprinting #cylinderheads #enginebuilding
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Project Farm just did a comparison of carbide burrs. If you’re looking for quality burrs, bits, etc. it’s difficult to find much better than Cle-Line. Quality cutting tools for decades. Made in USA.
I swear I was going to write this same info and then I thought I’d better look in the comment section. Bam!
@@ZEPRATGERNODT that's is hilarious. I almost did same.
Perfect timing with Project Farm! Uncle Tony and Todd are both experts....not just in name, but in actuality. None better.
@port nut
Good info
I found porting cast iron heads with a Burr use a fine tooth For removing large Amount of material Doesn't Grab and bounce around as much Takes a little longer But end up with a nice finish not much clean up And you don't have A bunch Micro metal splinters All over your shop and in your hands
When I was in my High School auto shop, I pulled the heads on my 1971 Pontiac. One of the instructors said, “Say what you want about Pontiac, but they have fully machined combustion chambers.” And they did.
Pontiac V8 heads do have machined combustion chambers. 427 Fords do too, but 428 CJ heads are based on 427 heads and have cast combustion chambers.
Interesting 🤔
You're exactly the shop teacher I needed, back then
RIP Jim Bennett 🙏
Love to Tony, Kathy and all of both crews!
port and polish, thanks man. I avoided the mistake of cheap burrs and bought quality. I watch your shows, not once, but several times. love the straight forward no bull teaching, thank you. Elmer
I finally realized something Uncle Tony. Watching this channel is like reading the old Hot Rod magazines. I loved those magazines, and I learned a lot from them. I am learning a great deal more, however from your channel. Thank you for bringing those magazines to life.
Uncle Tony was an editor for several car performance magazines back in the 80’s. He also was doing things with Fox Mustangs before it became really popular.
Mopar Al has been a great addition, definitely a hard worker!
Especially since the Junkyard Jet project has become the Junkyard Sit. I guess the boys have finally noticed girls.
UT: "in these there's a lot of weirdnesses".
That's the story of my life...
My late father, owned two 1970 roadrunners. Both had 383 magnums and 727 torque flight transmissions. One wouldn’t pull your hat off your head. The other, was the fastest car he ever owned.
Had a 68 RR pure stock , early 67 production it would run mid 14, granny shifting it at Lions drag strip, even Ronnie Sox didn't believe it until he saw the time slips.
It seems like the later type 383's had a lot of variance. I've seen a few that had some serious snap to em.
After spending roughly 25 years in the foundry game I can tell you there are countless ways a casting can be flawed. It sounds like high production always trumped quality and consistency.
@@bobkanno6797 Lyons!! Was taken there as a little kid by my uncle, terminal island also.
By the time I started driving there was only LACR for quarter mile. Was there for their last test n tune night
Now theres only Famoso, hours north just too far for me to go these days.
I made a speed controller from a ceiling fan/light dimmer . It makes the tootsie roll sanders last longer on the die grinder.
@@judythomas2939 yep , I worked in an engine shop, and I was redoing an engine at home.
Bores looked good,no need to bring it into work, so the cylinder guy said watch the hone machine operate and become one with it😄
So I did😄
Really slow rpm, like 200rpms or so and shove that sucker up and down as fast as you can.
I had a spare block to test on so when I did mine it came out mint.
That was early 2000s and I had like 7k for parts in it, I can't imagine what it woulda cost to just drop it off at a shop.
@@MrTheHillfolk Bee da machine . . .Bee da machine .. . .
Only works on old-style brushed motors, the newer brushless, and even the slow-start and capacitor start wont run with halfwave current.
@@nobodynoone2500 Good point, I am using a Craftsman die grinder I bought in '81
Foredom brand foot pedals hands free speed control...the best!!!
I like taking the tootsie rolls and making them completely true by running them against another piece of sandpaper on a flat surface. Finish comes out perfect
Always learning something from every video
I live vicariously through tony
Budget horsepower upgrades using inexpensive tools and common sense that anyone can do. OUTSTANDING!
I watch a lot of CZcams...... This is by far the coolest build (Slag Hammer) and the one I am anticipating the most!!!!!! also.... I get SO many comments on my Uncle Tony's "This is sketchy even by my standards" T shirt every time I wear it!!!!!!
Reminds me of a set of factory Pontiac 455 heads I had. Never even thought of doing a port job before I got them. When I got these heads it literally looked like they were cast in volcanic cinder. Lots of slag and uneven surfaces. Took them to a mechanic to have them smoothed out. Guy said he got carried away and did what he called a stage 2 port job. Major difference between before and after.
Hehe I love porting, depending on how bad they are to begin with you'll see it wake up.
I can't even leave the lawnmower ports alone if I've got it torn down.
That put some pep in it's step.
Port everything in the whole frickin world.
@@MrTheHillfolk Got obsessed with it around 2004 after I had Mamo port a set of Dart Conquest heads forme.
I could watch him geek out on them for hours on end. Back before the Eliminators were around they were still in pacoima
Learned quite a bit. Wish Id known about porting back when I was a teen and had lots of musclecars.
porting cylinder heads is actually really fun especially if there aluminum cuz you can use sanding rolls instead of big ass hogging burrs and really fine tune every port without having to worry so much about going to crazy with reshaping!
Right? Sitdown with a grinder and WD40, put your headset with some tune and start the porting job on weekend..what a great moment for yourself..
@@alongjunor7729EXACTLY. Just ported my m113 engine heads
True...factory castings can be so crappy that minimal work in the right areas can make you look like a hero.
I cant breathe that dust though that stuff is scary bad for your lungs. Read up on what its made out of.
I'm sure a lot of people have heard it Mopar stands for mama's old pig aint running. it reminds me when I was a kid. my grandma had 4 door may be duster but like seventies police cruiser Model .with A 440 She was like 75 years old and went to visit my dad tuned it up and We went for a ride. My dad punched it over this bridge. that thing burned tire over the entire bridge and it was awesome. Pop said maybe grandma shouldn't have this car.
Tony from one Italian to another, Cannoli port! I love it!
Thank you I was having that same thing with my 1973 w-100 318 I’m going to check it out Tomorrow Saturday I ordered new Edelbrock heads for it now I got it look closer when I take it apart thank you
slag hammer is looking awesome
I remember doing this on the 3.5 v6 in my intrepid some time back, took it from being an sorta ok pulling car, to slamming you back like it was a v8. It’s amazing what a little zen time with a die grinder, heads, and intake can do.
I believe that videos like this one, represent the heart and soul of this channel. Wished I had this valuable information back in the mid to late eighties... Fantastic Video for the shade tree Mopar Fans. Well Done...
The ridge next to the valve seat inside the bowl will give you about 15 cfm more, face cutting the exhaust valve will yield about 7 cfm @ .050. Use a sanding roll to get the rest of the port smoothly transitioned.
This might surprise you, but I never use sandrolls. A double cut burr, maybe a stone and done. But I use a variable speed tool - it gives me good control and with proper surface speed, burrs don't load up with metal. I need 4 burr shapes: flame and egg get about 85% of things done, ball and cylinder finish the rest.
@@flinch622 it helps a lot on nitrous engines or engines with large cams where vacuum and thus runner speed is greatly reduced. The intake transitions are all I am talking about here not the surface itself. The exhaust should be mirror if possible and bowl as well. Helps control ping (knock).
@@flinch622I use a flex shaft grinder & load the bit up with a hard bar of soap or bar of polishing compound . Don’t ask me why just try it .
I am learning. I love your videos. I just play with little engines but the theory is the same.
Thank-you Uncle Tony for taking the time to teach, encourage and mostly inspire all of those who are thinking about doing engine work of any sort, especially the extra bits to be done if you want to take your motor to the next level without breaking the bank.
I had a 318i bought from a junk yard I went to change the intake and as I was looking down the intake ports on it I found flashing in no4 intake port it took up over 1/3 of the port.
Good thing I went to change that intake .yes I ported it out .
I did a gasket match and bowls and blending like you are Tony. On my 440 i built for my 74 Runner. What a difference. It seriously woke up that motor!
Tony, You will need to produce more than one book.
Awesome video! I consider that just plain good engine building techniques. A good cleanup to fix the manufacturing mistakes.
another incredible informative video. thank you!
I am surprised that you didn't mention anything about cleaning up oil drain holes/slots...
Something that could make the channel better: a contrasting pointing tool; red or green or whatnot.
On my 596 smog heads I found that the short side of the bowl transitioning to the runners was more of a 90 degree turn then a nice round corner. I know most guys highly recommend that you never touch that side as its really easy to ruin your heads here, but just removing that lip and rounding that corner had a pretty big impact on my flow bench.
thumbs up for having a flow bench and being able to backup what you see and do.
@@superkillr Only way to learn porting really. Short turn is the toughest to get to and can yield incredible results!
Nothing comes easy eh?
If I owned a flowbench nobody would ever see me again .Locked in the garage with a coffeemaker Im in heaven.
Would only come out to eat and sleep
The Mopar Cylinder Head Monk...
@∅
They used to have a process called extrude honing which was a nice way of cleaning the bowls up
Much more expensive than a grinder and patience.
Last I checked, Extrude Hone still had a website and was still out there.
When I port my Studebaker heads I'll follow your methods! Building a 259 V8 with an R2 Avanti cam and headers. Thanks!
I’m building an AMC 360 . Those heads were very well designed but there is always room for improvement. I did some port detailing on these . I don’t have the engine back together yet but I have great expectations !
Awesome video, mopar al did a great job on that cage, can’t wait to see the car fly down the track! I’m also loving the solo dolo style of video, gets better every time.
Rebuilt a 440 in the late 90's shit you not i pulled 1.3 lbs of casting sand out of the block. Absolutely blew me away, have not sen anything like that before or since
First time head porting myself and easily have 50+ hours into one head off my 429. The other head is going a bit faster now that I'm familiar with the different burrs. Being a C8VE numbers matching engine with heads in my 'Bird, I won't get too much out of the exhaust side. But I can get 300+ cfm on the intake side if done right. 230cfm max on the exhaust side if I really want to go that far. Interesting thing is all the factory Ford 429/460 heads are capable of being ported identically with the same results. Minus the CJ/SCJ since the intake is completely larger. Only difference on the rest is chamber volume differences.
Check out Terry Grovers YT new 460 porting.
@@hotrodray6802 his are looking good on the D0VE head. I'm doing mine a little different as apparently according to Scotty Jay (parkland performance the "mad porter"), the early heads actually benefit from the injection rail on the roof and the bolt bulge. But I removed it all before I bought access to that information. Having a hard time finding a dual quad intake for two dominators to top my 429, and with that, I'm up in the air on whether or not I want to open and taper the intake side to the size of the SCJ. With proven flow to come from doing so. Was 30$ or so to get access but it has a lot of information regarding the 385 series heads and other things relating to them.
I once drank about 50 gallons of beer over several weeks after work “detailing” some ford 351 Windsor heads. Well it was actually quite extensive surgery. People would about shit themselves when they saw a 302 turn over 9k rpm with ford cast iron heads. It was standing an all steel and glass maverik on its ass for almost the entire first gear in the adapted power glide tranny. More fun than a sack of monkeys. ;)
HAHALOLLOL
Not bullshitting. This car had 5:38 gears. The first stage of the rev limiter was 5500 second was 8800. Ran the 1/8 mile in the low 7s When you let go of the trans brake you saw nothing but the hood and the sky. Not even close to a street car. The tattle tale tack read over 9k most of the time. Had the big plug Windsor heads with a ton of custom work done to them. This was back in the mid to late 80s before everybody made aluminum heads for it.
Man I miss my maverick, That thing was a damned drift machine, and i only had the straight 6 wit hthe 4 speed.
I'm definitely calling bullshit .
@@brandonsstaples919 bullshit on what?
My first port job was a 4.1 ford falcon inline 6. IT could keep up with a 302 v8 ford motor. there is magic in porting. I ported my Royal Enfield bullet. I recon it could do most the race bikes in it's class now. It is just removing the little bits that are made in casting that does not work.
My royal enfield I can cook it now the body can't handle the head. 145kph not quite the ton
Fun making improvements like that on your own. REal old iron castings can be so bad just cleaning up whats there can make a difference worthwhile. Lots of todays heads or some cnced tough to improve on and worse yet some leave NO metal for you to improve upon without making a hole.
Every industry seems to have quality control issues like these from time to time. High production quotas, workers taking their jobs for granted and only showing up for a pay check.
Great info on this subject.
I always like the video before I ever even start watching Uncle Tony. 🙏❤️
Thank you so much for these videos Tony and crew.!! You have taught me so much in such a short period of time. Thanks again Brutha👊
Sorry to hear about Jim, i was following his channel and will miss his updates, he did a very good job explaining and he cared about his work...
man I went crazy on my 360 magnum heads. Took out a lot of metal, smoothed everything, made it all swoopy and curvy, and I sharpened the holes that the valves go though. By the way I did this on cracked heads. Had the seats and valves machined by a good shop.
Now here is where it gets weird. I made a mistake and somehow two of the head bolts didn't tighten down on number one cylinder.
But those things ran really good when the engine was cold it still had compression and the power was very noticeable. Not hard to do go for it, if you are more careful than me you will make more power and have fun.
I had too much to think this morning, and it occurred to me something marvelous has occurred [if the wizards of the tech world don't screw it up with cancel culture]. Where the printing press brought us a beautiful means for ideas, modern video [like YT] brings a place for passing on things about doing. It's not locked down in distribution rackets like movies were. And a lot of things are gobbledygook to most - until you show them. Then the lightbulb goes off, confidence is boosted, and we all win for it. Tony is a doer: things make sense with his hands. It used to be difficult to share that knowledge - it was the stuff of apprenticeships or goodwill of close friends. As I observe my work over the years and the people I worked with, there's more learning in doing than anything else.
Thanks, man.
Good on ya uncle Tony slaghammer looks bloody good
The red roll cage makes the car look like a bloody redback spider…..!!
This car is proof to my mind that all passenger domestic production cars should have a tilt front end….!!!!
All the best from Melbourne Australia
I made it early, very rare for me. But I know this will be legit good stuff because you speak truth. Good vid! (I haven't seen it yet but I know it's gold)
Nice informative video, I’ve seen a lot of guys ruin heads by doing too much grinding on heads and not know when to stop.
When making "Rate" was incentivised with additional wages/pay for foundry/factory workers is possibly a reason for slight inconsistencies. This was a very common practice with industries here in Michigan and other rust belt state's.
I gasket matched and detailed a pair of heads for a Ford Ranger V6 one time, it was astonishing how much flashing was blocking the airflow coming across the bowl. Just cleaning up the heads made a huge difference in how the vehicle ran.
Yeah bro .!!
Yeah BRO 👍
My b2 v6 can put run any v6
@@flyinnphilini3136 Uh, no it wont .Any can include a lot of variables.
Hey Tony,
Tim here, another GREAT, informative, and accurate vid.......just remember to NOT fool with the exhaust valve angles, and such....NO REVERSION please......but, i've experienced ur exact thing on ur 318 cuda....certain castings have junk in the way, creating a hot spot, igniting our mixture b4 we're ready, causing ping, etc...... had it on a set of Poncho heads (casting #48).......large valve, off a RAIII 400....yep, same issue, we did what you suggested (but it was 35 yrs ago)......and the motor responded SUPER!!!.......great stuff my brother!!
I had a question is it okay for the Combustion chamber part to not be smooth like yours? When I grinded mine down it seems impossible to get smooth.
Had a 69 Pontiac Ventura 10.5 compression. The thing never ran good until I started feeding it 100 low lead av gas. It was very carboned up and choked up. And real good until a guy thought it would be a good idea to shift at 6500 it w
with a long rod Pontiac 400
I got a '69 Catalina with the stock 2-barrel & 10.5:1 heads. Honestly been thinking about converting it to e85 just for the boost in octane for a lot cheaper than premium
@@Generaider
Don't let it sit for too long with e85 in it. It goes bad fairly quickly. Let me know how it works out!
Loving your practical performance tips. Always learning something from your vids :)
Great Video !
Been doing that for 50+yrs.When some guys say ported and polished when they see it,I say more like clean-up on aisle 5
Haha...yes theres a lot of hackwork out there. DId my share as I was learning.
Sad thing is so many on YT taking peoples money...username depicts an actual business. And they are frigging clueless!
Chamber softening 101 💪
Great information Tony thank you
As always TONY very enlightening and worth every second.
Excellent video Tony! Question for you: What are your thoughts on the the Direct Connection/Mopar Performance big block cylinder head porting templates? I had a '70 Challenger RT/SE 383/4 spd I was going to use them the cars 906 heads but sold the car. I just found the unused package a while ago when digging through some stuff. It came with plastic sheeting that you cut to size using the printed templates. Thanks in advance to your answer!
I was about to ask the same question and you beat me to it. Are used the direct connection template on the same 516 heads Tony’s working on and followed the template to the T and then had bigger valves installed in the heads. I have the motor sitting in a 65 sport fury 383 4 speed convertible project but lost interest and never cranked the motor, so I don’t know if all that work paid off. Maybe I’ll ask that question in one of his live chat
Now this is something I need to learn Tony. I have a pair of Pontiac 13 heads that are waiting for me to port. My car is a 1976 Firebird that originally came with a Pontiac 350 2bbl and had a cracked block so my friend had a 400 out of a junk 75 grand prix that was rusted and locked up. The engine shop managed to rebuild the block and get all the rust off and its been 18 years and still running good. Its a near stock rebuild with unported 6X4 heads, SUM-2800 cam stock q jet intake and stock log exhaust manifolds. Lots of torque with okay midrange. The block is a late model 500557 thin wall so I'm leaving it alone I read they don't do well with a lot of power mods. I found a better 400 block from a 1969 grand prix that can take the pressure better. I tore the engine completely down to the bare block and brought it to the engine shop. They reconditioned it really nice. Its ready for all new components I would like to get a forged lighted balanced rotating assembly from Butler. I don't want to stroke it to 461 unless I use bigger chamber heads. The smallest stroker kit is 4" I like it to be a little bit rev happy and not like the 4.5". I bought a pair of reproduction ram air three exhaust manifolds. I will let the cylinder heads decide what cam it wants after I pocket port them. I don't like high stall converters for the street they only work up to 35mph anyway but they are necessary for the dragstrip and they make a car drink gas 100 times worse. Acceleration from 40 to 75 is more fun on the highway. I think a little cam change goes a long way and going from a SUM-2800 to a SUM-2801 can be more change than I imagine. Maybe SUM-2802 might be too much? I'm not trying to outrun a hellcat I know that will never happen in that car. Not with Ram Air three exhaust that will be the pinch. I don't know what cam would work best with those manifolds. I just want to see what I can make it do. I still have to get swirl polished undercut valves. I don't know if a new damper and flexplate comes with the rotating assembly. What a mess. I have read about building a homemade flowbench and I have a collection of old vacuum cleaners. I'm 60 and planning my retirement hahahaha 😆
Excellent info once more Uncle Tony.
Cheers & stay safe😊
I remember those dang aggravating sharp edges inside of heads and intakes before myself, and I would always grind them out because when I would be visually checking them by feeling around looking for cracks and such they would cut my finger due to being razor sharp and also didn't want them to breaking off and getting into the cylnders and eating up the piston tops, rings, or cylnder walls. Also I was taught to always be thinking of the next guy that would be working on them which was sometimes me but not always. I've also seen that casting slag inside the head ports like you mentioned and they were everywhere you looked back then. I hated those things because of the time required to get rid of them.
Another AWESOME video Uncle Tony.
I love the old school tech and advice! My dad taught me much in the same manner. Shade tree mechanics 101! I learned quite a few tricks that you've mentioned and some that I've never heard anybody else mention but they work!
I've done the head porting and polishing stuff in my kitchen on the kitchen table which is heavy, big and doubles as a work bench. 10 hours sounds about right to me. A couple hours a night for a week is what I remember spending last time I did it. That may have included new valve seals, springs etc. IF anything, at the very least port match the gaskets, intake side as well, and smoothing the crap out of the bowls. If you don't want to spend 10 hours, do that at least. I did it with a Hobo fright kit with an air grinder and a dremel, variety of grinders and sand paper rolls.
Haha that's one of my biggest pet peeves , big ol chunks of metal hanging over a gasket.
I've gotta at least gasket match that sucker.
Wife loses her mind when I use the dishwasher to final clean parts, I cannot imagine what would happen if I did porting and such on the kitchen table...
Uncle Tony giving us more bits of horsepower. Thanx UTG!!
Excellent talk
Your knowledge is priceless thank you absolutely love watching
Tony, I reworked a set of 906 heads about 20 years ago, you should mention the short turn of the intake, there's power there as I'm sure you know, after the heads were done they flowed 267 on adverage, I spent hours on those heads, with them stock and a 30* back cut, car ran 10.9-11.00, after the port work, I picked up 2-3 tenths and 3-4 MPH.
Awesome video. I'm in the process of building a hotrod. A lot of these videos have been very helpful in this. Thanks Tony! Don't stop the great content!
Great content thank you!
My dad talks about his fabled 68 Roadrunner 383 stick he bought while in the Corps. Says it was the fastest bone stock car he ever owned. Only was beaten once drag racing, and that was against a worked 427 Chevelle by a fender. However, he had the engine apart once and everything appeared bone stock. Not even an aftermarket cam. Maybe he benefitted from a freakishly great set of those inconsistent heads.
There were in fact "Factory freaks" back then seen a few. Modern cars not so much they are all about the same
Awesome video! Great info! And man you already nailed this filming by yourself thing, thanks tony!
You sir are an absolute legend! Thanks so much for sharing your knowledge 👍🏻
Fantastic video U.T.....! ! keep'm coming....! Simple improvments that will/could net large gains...! excelent job explaning the basics ....! Thank u...!
It is amazing what can be done with stock castings and some work!
Late 70s and 80s and 90s Ford 460 heads have a large lump sticking down it the top of the exhaust port that is drilled for the air pump injection. If you find a pair with these lumps and they are not drilled, you can grind the lump out and gain a bunch of horse power. And the same heads have large cast areas for the guides that can be cut down to help intake flow.
Thanks , waiting for the next one.
Use hearing protection when grinding if you don't want to have constant ringing / damage in later life. !!!
what?
Great video. Spot on with the explanation of manufacturing. On point with explaning castings.
Great video Tony
Back in the late 70's I built a slant 6 for a 63 Dart GT. The ports on that head were horrid. Had fins all over, looked like the sand cores had cracked.
Cleaned all that up, made a world of difference.
Yes Sir. I've helped my brother work on the double hump 461 heads. SBC, But he LOVED, Mopar! Just never got around to afford one his self.
That red looks like the “Sunrise Red” Rustoleum that I have been cutting in prior to painting our Duster . Copy cat ! LoL
Great stuff
thanks Tone
Great information!
With all of the Mopar fans in my life the inconsistencies is the worst of Dodge/Chrysler engines.
Nice!!!
God Bless!
😎
Yea i kinda miss hours of hogging runners down, porting and everything we could do other than 3 or 4 angle valve jobs we send out. We'd grind every corner off of the whole engine,inside n out, no sharp edges for cracking or hotspots ect. Chamfered all oil holes for the easy flow, blueprint and balance everything down to the oil pump rotor tolerances, thinkn about them ole 426 solid hemi electrodes burning up( got buckets of em still,new and annilated..lol) then they came out with dual everything plugs,mags,distributors, and got crazy expensive to win. And to think bout my uncles marking plugs n torkin the spark plugs so they line up exactly according to spark fuel shielding and flame control n checking before heads installed was alien to me,why like wedge plugs design for the street,crazy,what most would laugh,and to think 1 or 2hp is nothing,but hours of ring gapping for another 1hp, lil lower oil weight for another 1hp,it all adds up,when yr working on some1 else's engine and mine is exactly the same so I thought, and they win by a just a lil bit more,you start doin as bossman(dad or uncles) says..lol. I was hard headed chevy guy till I seen the light of the 440 mo power,or mopar.
Great info, learned a little something too. Over hang on a combustion chamber can act as a glow plug. Thanks UT ✌️
Love the content
I love seeing those 2 A bodies sitting next to each other. I wasn't quite sure what to think when the gambler car turned into Slaghammer, but you guys have nailed it. Can't wait to see it finished. PLEASE tell us its going to have fenderwell headers !!!!!!!!!!
It's getting them for sure. In a video a few days ago, Al had just gotten back from Alabama with a set of fenderwell headers. They had to move 1 pipe on the driver side for steering clearance but he did have them bolted to the engine on a stand. With them bolted up, it looked about 8ft wide.
Good video. I did some porting on my Ford truck 302 EFI intake manifold, just almost gasket matching, mild stuff and smoothing out the bad kinks. Doing that sure beats buying an aftermarket manifold in my case.
In the 80's I got a set of 360 J heads for my .60 over 318 ( align bored not honed) and I spent way more than 8 or 10 hours per head cleaning them up. I polished the exhausts but not the intakes. Do you think that polishing added any horsepower or was it just something I wasted my time on?
My personal opinion. I think you did the right thing. Because on the exhaust side it's mainly going to be exiting. So that would be good to polish and on the intake side that's going to be air and fuel mix but some of the fuel will run down the bottom of the intake runner and if you leave it just ported then it will help the fuel atomize and break apart into many different pieces as it runs down into the combustion chamber.
When I was 16 I did exactly what you did and I loved those heads. I still have them.
On exhaust side? Yes, well worth it.
Maybe, maybe not. only the dyno knows.
Stay away from the coffee if you’re gonna do this. Caffeine and steady hands are a rare combination!
I did thanks. the way of the gear head, head porter!!!
@ Uncle Tony’s Garage
Would it be best to use old valves in the heads when grinding and de-burring, so as not to get into the seats?