I did the exact same thing on my SBF TW170 heads years ago and flowed them - found a gain of 15-17 cfm on the intakes. Definitely worth doing. Easiest flow you can pick up.
I would really like to know about the secrets of flow swirl as practiced on the aftermarket Boss 429 heads, and used to win in Pro Stock for many years. Swirl obviously works, as modern "Hemi Pro Stock" heads just ain't Hemis. Hemis are about cross-flow and scavenging more than thorough and complete mixture burning, it seems, which is why they are popular in the alcohol classes. I further wonder, given a blank slate, what the valve angle/deck angle would be AND how canted off-coaxial the valves would be compared to the cylinder. Would we see 1.5" of valve lift? 30° of valve angle from coaxial? I am guessing the ideal is a somewhat difficult thing to achieve, as turning the cam bump into a weirdly-angled side-angle valve travel must be quite challenging.
@@exploranatorport bias helps impart swirl…. Those heads are amazing 😎 listen to David Vizard (I listen on 2x… he speaks too slow for me 😅) Happy grinding 😎
Great video. I once removed a pair of cylinder heads, just cleaned the ports with abrasive rolls and that’s all I’d did. The difference I felt in acceleration was actually astonishing.
Your video is full of hidden and interesting tricks that only experienced builders can se. In this case I can see it and it is about laminated flowing gas and It would be interesting to see a dyno run with a set of heads not modified verses s a set that are downsized and grinded with 60 grit and flow-matched to the unmodified ones. Great video !!!
This is a great video!! This is the kind of things I always wonder about!! I've got my 781's, and have been thinking about smoothing them out like this, but had no idea if it would even be worth the effort. Looks like it might be worth a few hours of work to me!! Thanks for sharing this, great stuff!!
I love the analogy and it's so so true anywhere and everywhere. I don't know where I got it from but for as long as I could remember I always wanted to be the best and no matter what I was doing I wanted to do it better than anyone around even the person I was learning from. I always found the hardest working most knowledgeable person and work right next to them. You put the work in then when it's recognized you get the raise or if it's not recognized and you think you're valuable, you go get that raise yourself. It's your responsibility no one else's. 🇺🇸💪🏻👊🏻🤙🏼
Well, that’s HUGE gains from smoothing up a port but you have so much experience in porting that you know where to concentrate when you do the rough grinding to get the best shape around in the bowl area. A typical person with 0 experience may not know where to concentrate on UNLESS they go back and check out some of your older videos (which would be smart). Thanks for showing the process and gains. I agree this is the best bang for your money.
I have 0 experience and been alsays smoothing the ports and polish them to mirror. 😁 Then after years and 1000 hours of hard work they told me that for a better flow the walls has to be rough to increase turbolence. Still do not know to this days what polished vs rough do in performance, but I keep doing it 😂
@Robert King holy smokes, one could write War and Peace about this, but in essence you need to separate power and flow in your head and think of them as individual properties. "a better flow the walls has to be rough" - this is not true. Two statements: 1. for an engine running CARBS - make the runners 'rough' (a relative term here) to about an 80-120 grit finish 2. For an engine with INJECTORS make the runners as smooth and polished as you can. Let me see if I can keep this simple: in a carburatted engine, the runners are flowing air + fuel. It is important to keep the fuel in suspension in the air. The slight turbulence at the boundary (against the walls) helps this. HOWEVER, if the runners were smooth, whilst they would flow more on a test bench, fuel would fall out of suspension and so power would be compromised. In an injected engine where the fuel is being added to air at the back of the valves, there is only air flowing through the runners so flow can be maximised by polishing and the previous paragraph does not apply.
Really glad to see this, I've been wondering what just smoothing them out would do, if anything. Hope you get the chance to do a different set and see if a similar change happens.
this is the cleanup i was talking about on the ports and bowls on my blueprint 190 cc afr knock off heads when i called you on prices. which i believe should help my lower lift #'s more for my torquer 350 vortec hydraulic roller cam engine for my old 84 gmc truck. tks for talking about the ferrea valves i will want those to. when i bring my heads in. i am taking notes so when i bring them in you will have a idea of direction in am headed with my heads.
I'd say I've seen results on anything from a moped to a big block. You can always find something to clean up. Depending on "how bad" it is to begin with is proportional to the gains you'll see.
Thank you, thank you. woW oh woW ! ! ! eric did a test of these heads and it is great to see the afr along side the brodix st1 227cc CNC head and the dragonslayer. This has to be one of the most iconic cylinder head flow tests of the internet. Richard holdener and David Vizard ought to have some insight on this also maybe some dynotesting these heads on 383 and 406 plus 420 ci Super magic begins on 420 cubic inch =O=mazing things happen in a small block :o) this is totally the sweet spot for max streetables for me because the cam lifts won't be insane versus springs in a daily driver. 550-600 inch lift for me probably max thank you on the street daily driver pro tourer i would think. Hope i am correct. Just need better than great springs and lighter weight valve train. What would you recommend on a max daily driver/ track car including rocker ratio that holds on to springs for a hydraulic roller like XR300HR10 or even as small as an XR288hr10? i know track car and daily driver are two realms that don't mix and crash like astronomicaL flying blue and red skullz when met, although i believe it is where true street is supposed to exist.
Yeah that’s a really impressive gains especially since you didn’t make the port any larger It just increased the efficiency so that should work damn good!! Awesome content sir!
@@peterdarr383 well sure of course especially since he used the carbide burr to take out any irregularities but the amount he gained for the minor amount of material removal is a good gain and impressive, And really the amount he probably removed is negligible
Wow! I would expect some serious reshaping to get increases like that! OTOH, my stock 823s with your valve job we’re a bit better…on the intake, anyway. Still, if I had a SBC, I’d be looking hard at these heads!
Seen on Justin’s channel where he had you look at some old heads that were on his little red vette. How long has that engine been together, seems close to 20 years old. Crazy.
Ask Richard Holdener to help you set up running both Brodixheads cause I’m sure he would love to help you out in this one. He seems like a really good guy.
Same thing with the high flowing Ls heads. You need cnc and the hand work if you want the best. I have been watching Billy the Kid on TSC(youtube). He has been beating every body with his AFR headed S-10 after upgrading old electronics spark wise with a very basic blow through meth carb.
Erica thoroughly enjoyed your video on the dragon slayers I had a set I had done like them myself agenda don't put them on my 421 and I was going to put in my 65 Chevrolet pickup but some crackheads broke in my garage and sold them for scrap aluminum speaking about trucks when you'll carry your truck back to the drag strip would love to see it run again oh by the way PS they stole the transmission and the radio radiator also and a 1,250 dollar converter
I'm not a "qualified" aerodynamasist but have been fascinated by aerodynamics all my life with aero modelling.. & to understand that.. an aircraft can be made to not fly with the right (or wrong) placement of a simple length of string.. span wise turbulator.. then to look at your CNC ports with numerous axial ribs that would work exactly as an aerofoil turbulator Influencing vortexes within the port flow.. then it's logical to understand how the CNC rough port at times flows more than the smoothed port.. it's to do with the size of vortexes as they converge into the valve/valve seat Venturi at critical flow rates.. AT THE SEAT Venturi.. harmonics create a hammer effect
Rough surface ie 60 grit made more power not always more cfm over polished. This was because it promotes swirl and lamanar air flow. Fuel atomized better.A friend who built drag motors and ported for a nascar team years ago did similar tests and then dyno aftwards. He was friends with warren Johnson. I was amazed at the in-depth research they did.
I have an older set of Brodix Track 1 sbc heads. I think they are 225 or 230cc intakes. What kind of numbers would you expect with a similar cleanup and polish? They are going on a 434 sbc with motown block and 260/264 degree at 050 solid roller cam.
Wow, 8 think what 8s happening, is that getting rid of any objects that reduce laminar flow is helping to have more of the port area move. A better valve job would help the low lifts almost to .200.lift. and then obviously port. shape.takes place the shape of the throat will also come into play as the flow of the port takes over.
Eric, after watching this video and the one you did on LS heads. I'm curious. Do you think doing this to a 862 head since its a rougher casting than the 706, will bring the 862 to the 706 flow numbers?
Eric, where are you getting your long shank stones????? I've used a set given to me for almost a year now and it's time for new ones. Stones are a necessary step in my opinion.
Back in the 70's and before. The hype to get better flow was involved in c.c. the heads and port and polish chambers to allow smoother flow of the combination of gas and air mixture to combust better. Well would you just throw mixing of a cake mix directly into the pan. No: Mix, first must be mixed thoroughly prior to cooking, correct?
Good video and one im glad to see i do just that to any as cast heads that come my way and i figure it would have to help ive smoothed some pretty boogerey stuff. Now you didnt mention the chamber i got some dart 230 sbc heads that had a boogered up chamber and i smoothed that out cause im running nitrous and dont want hot spots wondering if i gain power from it i know its safer. But these questions are just why i watch your channel keep it up i cant wait for you to get a dyno. Things will get real interesting then. Questions will be answered.
Hello Eric, great Chanel, I need to flow some Studebaker 289 heads. Would like to go to a bigger intake valve, stem is .3437 @ 1.6562 Dia. , exhaust is 1.5312 I cleaned up the lip around the valves. Intake valve of a 1.875 will fit.. Any thoughts or input, thanks
I started out in aviation in the burr shop, picked up very good metal fabrication skills from then on out. I did this to my G 35 heads, using what I call a cobra profile and some Formula One heads that I've seen in the past. Everyone in the G 35 and 350 Z community says that porting your heads is a complete waste of time. They say that only porting the intake Plenum upper and lower is all you should do. I don't know if they have poor quality because of how they did their own, But after I dynode
Dyno’d my VQ35De Revup with plenum, spacers, etc, I had an 11% improvement on others that did not port their heads. I used a 60 grit on the intake in a 120 grit on the exhaust per cinnamon vice from another professional. Originally I was going to polish them but I was worried about poor atomization of the fuel even though I had properly benchmark using flow viz where the air channels were. Keep in mind I’m an amateur I am not a professional in anyway but if someone listens to your advice takes their time and moves methodically and slowly but with high-quality you can have good outcomes. Sorry for the long response but you have really given some solid advice thank you
Excellent video. I have a Falconer V-12 head going on a Chevy inline 292 with a 6-71, NOS. It's cast aluminum. Would you be willing to port it for me and flow test it if I sent it to you? The only flow numbers I have are 340I and 220E. Thank you for your time.
Dang... I should have done some work on my ports when I had my heads off during my build. I didn't do it because I was worried I'd screw it up and make flow worse. Oh well. There's always next build!
I believe that some of these tricks that add a very few horseponies is like me picking up pennies Off Wally World ground today. Lot's of wishes but when the thing makes more than they can put to the glue they use on strips now, does it make the difference? I believe it is the skill of the driver plus many hrs. Of work that does so.
For direct injection smooth ports are the way to go, the smoother the better. Switch that to a carb and a rougher finish is preferable, any would be power gain in flow are often lost to lack of atomization of fule.
@@WeingartnerRacing The PTS as you are probably aware I would believe has the same or similar plenum chamber design as the Sanez. it seems to straighten the air out more efficiently than the superflow 600 or 750. mine I built using 9 motors so has plenty of capacity for head flowing at 28". i noticed a large difference from superflow benches to the PTS. The PTS is a lot more conservative in numbers. it is a little hard trying to flow ported heads and then the customer says "such and such head flows 12 more peak cfm". but the car goes like a raped gorilla. I am sure you will understand. I am currently using a 40" digital manometer. I want to get a 100" unit as well onto the bench. i also have calibration plates from 100 cfm right up to 600cfmin 50cfm increments. Dont get me wrong the superflow benches really were the standard for a long time but I wanted something that was "more realistic" for my own racing. and the more I searched the more I fell in love with the sanez range and the PTS flow bench designs. Have a nice day bud. love the videos, im always learning.
Though I don’t play with v8s for last 10 years every 4g63 head I touch I at least do this and polish the chambers to help with det. Seems to show nice gains as these heads flow good already.
Those results 100% fall in line with golf ball dinple porting. When you have a rough surface, it gravs air and causes a turbulent pocket of stagnent air. This pocket of stagnant turbulent air displaces moving air making the port smaller. This is the same thing that dimple porting did. In fact it's argued that you can use dimple porting as a way to avoid epoxying the floor if you need to raise it a bit. But that gets into a bunch of unknown variables. Anyways, i kinda expected this. On a GDI engine, i bet you could even get away with polishing the ports (almost to a reflective shine) since the ports dont atomize fuel in a gdi engine, and you'd likely see even more gainz, albeit minimal. So really, you're makijg the port bigger as far as the air is concerned even though you really didnt move any material.
Did you 60 grit the exhaust ports all the way? Looked like it was just done to the cnc blending. Wonder how they would compare to the cnc ported heads if the whole port was smoothed.
i see know how polishing the ports works >>> the valve guide seem to interfere to can they be shortened to ???? or is it set n stone you carnet cut them down
Question.I just purchased A set of AFR 195’s.I seen A video of A guy smoothing out the already ported head’s.He then stated he wasn’t sure if it help with flow A little more.Now I see this video.Hmmmm now I am thinking?
Hello Eric, could you please point the same of the vídeo that you mentioned about smothing a CNC head? I did look for it but was not able to find it. Thanks
question, if you do this on per say only exhaust side, (been thinking of an old 350 chevy engine wanting to just gain trq) would that actualy help in trq? engine is daily driver dont want to increase fuel use.
I have these same exact heads sitting in my garage right now. For $300, I’d send them to you today. My question is, what is the turn around time? I’m planning to start assembling the motor in 2 weeks. These are going on a 4.125 bore Brodix aluminum block
Flow isn't everything, there are two aspects that are more important 1) Ensuring that the petrol vapour stays in suspension because a very smooth port wall will allow the fuel to wet out on the port wall causing poor fuel vapour consistency entering the cylinder. Some surface roughness creates very small areas of turbulence at the port wall to maintain the fuel in suspension. the miniscule loss of flow is more than compensated for by a uniform fine fuel vapour. 2) Having good flow figures on the flow bench does not tell the full picture. It is much better to have high port velocity to ensure the best cylinder filling.
I agree with some aspects. Its not the surface finish that causes fuel fallout. Its a change in velocity caused by turns and other factors that cause fuel fallout. The gain in flow wasn't the surface finish but knocking off sharp edges. It was also significant.
What about a combination of polished, 60 grit, and even dimpled, to prevent petrol vapor suspension? In my case, a 22r (inline 4) with dual plane intake and carb. I am thinking of polishing the “fast” spots, like the short side of turns, and 60-grit everything else. Then, add dimples where the planes channel together, right before it enters the cylinder head to hopefully better atomize the air without slowing it down too much.
I did the exact same thing on my SBF TW170 heads years ago and flowed them - found a gain of 15-17 cfm on the intakes. Definitely worth doing. Easiest flow you can pick up.
I would really like to know about the secrets of flow swirl as practiced on the aftermarket Boss 429 heads, and used to win in Pro Stock for many years. Swirl obviously works, as modern "Hemi Pro Stock" heads just ain't Hemis. Hemis are about cross-flow and scavenging more than thorough and complete mixture burning, it seems, which is why they are popular in the alcohol classes.
I further wonder, given a blank slate, what the valve angle/deck angle would be AND how canted off-coaxial the valves would be compared to the cylinder. Would we see 1.5" of valve lift? 30° of valve angle from coaxial?
I am guessing the ideal is a somewhat difficult thing to achieve, as turning the cam bump into a weirdly-angled side-angle valve travel must be quite challenging.
@@exploranatorport bias helps impart swirl….
Those heads are amazing 😎
listen to David Vizard (I listen on 2x… he speaks too slow for me 😅)
Happy grinding 😎
Great video. I once removed a pair of cylinder heads, just cleaned the ports with abrasive rolls and that’s all I’d did. The difference I felt in acceleration was actually astonishing.
Your video is full of hidden and interesting tricks that only experienced builders can se. In this case I can see it and it is about laminated flowing gas and It would be interesting to see a dyno run with a set of heads not modified verses s a set that are downsized and grinded with 60 grit and flow-matched to the unmodified ones. Great video !!!
Great video Eric and yes I'd like to see dyno comparisons be very interesting.
Awesome video Eric, truly shocking and super valuable info... Thank you.🍻
This is a great video!! This is the kind of things I always wonder about!! I've got my 781's, and have been thinking about smoothing them out like this, but had no idea if it would even be worth the effort. Looks like it might be worth a few hours of work to me!! Thanks for sharing this, great stuff!!
Great video Eric! I can imagine this would greatly improve even a set of stock cast iron heads as well.
I love the analogy and it's so so true anywhere and everywhere. I don't know where I got it from but for as long as I could remember I always wanted to be the best and no matter what I was doing I wanted to do it better than anyone around even the person I was learning from. I always found the hardest working most knowledgeable person and work right next to them. You put the work in then when it's recognized you get the raise or if it's not recognized and you think you're valuable, you go get that raise yourself. It's your responsibility no one else's.
🇺🇸💪🏻👊🏻🤙🏼
Agree.
Hey, thank you, this was a very interesting and informative episode.
Well, that’s HUGE gains from smoothing up a port but you have so much experience in porting that you know where to concentrate when you do the rough grinding to get the best shape around in the bowl area. A typical person with 0 experience may not know where to concentrate on UNLESS they go back and check out some of your older videos (which would be smart). Thanks for showing the process and gains. I agree this is the best bang for your money.
I have 0 experience and been alsays smoothing the ports and polish them to mirror. 😁 Then after years and 1000 hours of hard work they told me that for a better flow the walls has to be rough to increase turbolence. Still do not know to this days what polished vs rough do in performance, but I keep doing it 😂
@@robertking1032 i was taught rough intake smooth exhaust.
@@adzz8012 yup, I heard that too, polished exhaust conducts will help avoid carbon to build up...kinda..
@Robert King holy smokes, one could write War and Peace about this, but in essence you need to separate power and flow in your head and think of them as individual properties.
"a better flow the walls has to be rough" - this is not true. Two statements:
1. for an engine running CARBS - make the runners 'rough' (a relative term here) to about an 80-120 grit finish
2. For an engine with INJECTORS make the runners as smooth and polished as you can.
Let me see if I can keep this simple: in a carburatted engine, the runners are flowing air + fuel. It is important to keep the fuel in suspension in the air. The slight turbulence at the boundary (against the walls) helps this. HOWEVER, if the runners were smooth, whilst they would flow more on a test bench, fuel would fall out of suspension and so power would be compromised.
In an injected engine where the fuel is being added to air at the back of the valves, there is only air flowing through the runners so flow can be maximised by polishing and the previous paragraph does not apply.
@@CycloneCyd Ah? Uh? Oooo....shit. Thanx Sir. Now this make sanse. 😊
Really glad to see this, I've been wondering what just smoothing them out would do, if anything. Hope you get the chance to do a different set and see if a similar change happens.
Unbelievable! I wish I had done this on my PRC 225 heads for my LS6!
Thanx for all the great Vids. Really helped me understand porting.
Thanks.
this is the cleanup i was talking about on the ports and bowls on my blueprint 190 cc afr knock off heads when i called you on prices. which i believe should help my lower lift #'s more for my torquer 350 vortec hydraulic roller cam engine for my old 84 gmc truck. tks for talking about the ferrea valves i will want those to. when i bring my heads in. i am taking notes so when i bring them in you will have a idea of direction in am headed with my heads.
Eric Cool stuff 😎👌thanks
Very addictive gear head content,, thanks for sharing
Attention to detail pays off. Thanks
Thanks for watching.
Nice work my friend!!
The blue cartridge rolls are Zirconia. and they are awesome. last several times longer than standard Alum oxide.
Quite the surprise! I was expecting 5 cfm TOPS! I now know to do it.
Great video Eric
I'd say I've seen results on anything from a moped to a big block.
You can always find something to clean up.
Depending on "how bad" it is to begin with is proportional to the gains you'll see.
Tyvm great info...with fact testing. Loved it
Thanks for watching.
Thank you, thank you. woW oh woW ! ! ! eric did a test of these heads and it is great to see the afr along side the brodix st1 227cc CNC head and the dragonslayer.
This has to be one of the most iconic cylinder head flow tests of the internet.
Richard holdener and David Vizard ought to have some insight on this also maybe some dynotesting these heads on 383 and 406 plus 420 ci
Super magic begins on 420 cubic inch =O=mazing things happen in a small block :o) this is totally the sweet spot for max streetables for me because the cam lifts won't be insane versus springs in a daily driver. 550-600 inch lift for me probably max thank you on the street daily driver pro tourer i would think. Hope i am correct. Just need better than great springs and lighter weight valve train. What would you recommend on a max daily driver/ track car including rocker ratio that holds on to springs for a hydraulic roller like XR300HR10 or even as small as an XR288hr10? i know track car and daily driver are two realms that don't mix and crash like astronomicaL flying blue and red skullz when met, although i believe it is where true street is supposed to exist.
All about the boundary condition and the dynamics CSA of the port. 👌
It would be interesting to see what flow numbers change with your rough in porting and then polished.
Yeah that’s a really impressive gains especially since you didn’t make the port any larger
It just increased the efficiency so that should work damn good!! Awesome content sir!
It would still be "larger" by the depth of the roughness and a single pass of 60 grit.
@@peterdarr383 well sure of course especially since he used the carbide burr to take out any irregularities but the amount he gained for the minor amount of material removal is a good gain and impressive, And really the amount he probably removed is negligible
Wow! I would expect some serious reshaping to get increases like that! OTOH, my stock 823s with your valve job we’re a bit better…on the intake, anyway. Still, if I had a SBC, I’d be looking hard at these heads!
Really interesting vid, thanks
On naturally aspirated engines absolutely, it's well worth doing 👌
Great video thanks
That is kind of shocking. Good video!
Great video !!!
Seen on Justin’s channel where he had you look at some old heads that were on his little red vette. How long has that engine been together, seems close to 20 years old. Crazy.
🤔 interesting. Great information once again. Could we see anymore flow with a mirror finish, for a gasoline direct injected engine?
Nice work
Ask Richard Holdener to help you set up running both Brodixheads cause I’m sure he would love to help you out in this one. He seems like a really good guy.
Same thing with the high flowing Ls heads. You need cnc and the hand work if you want the best.
I have been watching Billy the Kid on TSC(youtube). He has been beating every body with his AFR headed S-10 after upgrading old electronics spark wise with a very basic blow through meth carb.
Erica thoroughly enjoyed your video on the dragon slayers I had a set I had done like them myself agenda don't put them on my 421 and I was going to put in my 65 Chevrolet pickup but some crackheads broke in my garage and sold them for scrap aluminum speaking about trucks when you'll carry your truck back to the drag strip would love to see it run again oh by the way PS they stole the transmission and the radio radiator also and a 1,250 dollar converter
I'm not a "qualified" aerodynamasist but have been fascinated by aerodynamics all my life with aero modelling.. & to understand that.. an aircraft can be made to not fly with the right (or wrong) placement of a simple length of string.. span wise turbulator.. then to look at your CNC ports with numerous axial ribs that would work exactly as an aerofoil turbulator Influencing vortexes within the port flow.. then it's logical to understand how the CNC rough port at times flows more than the smoothed port.. it's to do with the size of vortexes as they converge into the valve/valve seat Venturi at critical flow rates.. AT THE SEAT Venturi.. harmonics create a hammer effect
Rough surface ie 60 grit made more power not always more cfm over polished. This was because it promotes swirl and lamanar air flow. Fuel atomized better.A friend who built drag motors and ported for a nascar team years ago did similar tests and then dyno aftwards. He was friends with warren Johnson. I was amazed at the in-depth research they did.
spot on wet flow verses dry flow
I have an older set of Brodix Track 1 sbc heads. I think they are 225 or 230cc intakes. What kind of numbers would you expect with a similar cleanup and polish? They are going on a 434 sbc with motown block and 260/264 degree at 050 solid roller cam.
Wow, 8 think what 8s happening, is that getting rid of any objects that reduce laminar flow is helping to have more of the port area move. A better valve job would help the low lifts almost to .200.lift. and then obviously port. shape.takes place the shape of the throat will also come into play as the flow of the port takes over.
Quality stuff, subscribed.
Thanks man.
Eric, after watching this video and the one you did on LS heads. I'm curious. Do you think doing this to a 862 head since its a rougher casting than the 706, will bring the 862 to the 706 flow numbers?
Eric, where are you getting your long shank stones?????
I've used a set given to me for almost a year now and it's time for new ones. Stones are a necessary step in my opinion.
Back in the 70's and before. The hype to get better flow was involved in c.c. the heads and port and polish chambers to allow smoother flow of the combination of gas and air mixture to combust better. Well would you just throw mixing of a cake mix directly into the pan. No: Mix, first must be mixed thoroughly prior to cooking, correct?
What would you recommend for a Gen-6 Big Block. I was really liking the AFR's selection but this has me wondering!
Wonder what would happen if you just polished just the short turn after the 60 grit
Good video and one im glad to see i do just that to any as cast heads that come my way and i figure it would have to help ive smoothed some pretty boogerey stuff. Now you didnt mention the chamber i got some dart 230 sbc heads that had a boogered up chamber and i smoothed that out cause im running nitrous and dont want hot spots wondering if i gain power from it i know its safer. But these questions are just why i watch your channel keep it up i cant wait for you to get a dyno. Things will get real interesting then. Questions will be answered.
It would really only gain if you removed the lip on the valve job if it had one. These had cnc chambers so no need to touch it.
Great video. Have you done Hemi Hellcat heads yet? It would be interesting to see the flow you could get.
What you think, how this go as wet port? Because since early 90 heard, port has to be rought to atomize fuel etc...
I wonder how much this might help on an OEM iron head... I've got a set of Pontiac 6X4 heads on my bench I've been wanting to do something with.
Hello Eric, great Chanel, I need to flow some Studebaker 289 heads. Would like to go to a bigger intake valve, stem is .3437 @ 1.6562 Dia. , exhaust is 1.5312 I cleaned up the lip around the valves. Intake valve of a 1.875 will fit.. Any thoughts or input, thanks
I started out in aviation in the burr shop, picked up very good metal fabrication skills from then on out. I did this to my G 35 heads, using what I call a cobra profile and some Formula One heads that I've seen in the past. Everyone in the G 35 and 350 Z community says that porting your heads is a complete waste of time. They say that only porting the intake Plenum upper and lower is all you should do. I don't know if they have poor quality because of how they did their own, But after I dynode
Dyno’d my VQ35De Revup with plenum, spacers, etc, I had an 11% improvement on others that did not port their heads. I used a 60 grit on the intake in a 120 grit on the exhaust per cinnamon vice from another professional. Originally I was going to polish them but I was worried about poor atomization of the fuel even though I had properly benchmark using flow viz where the air channels were. Keep in mind I’m an amateur I am not a professional in anyway but if someone listens to your advice takes their time and moves methodically and slowly but with high-quality you can have good outcomes. Sorry for the long response but you have really given some solid advice thank you
Id like to see if that makes any difference on a stock ls3 head and with your valve job .
Sir I'm curious on you take on the Brodix 5.0 series 171cc heads with 55cc 2.02 intake and 1.60 exhaust. On a 331 SBF?
Excellent video. I have a Falconer V-12 head going on a Chevy inline 292 with a 6-71, NOS. It's cast aluminum. Would you be willing to port it for me and flow test it if I sent it to you? The only flow numbers I have are 340I and 220E. Thank you for your time.
Sir, what bargain head, cast in the USA if possible, would you recommend to replace the 2X hump cast iron heads on my 307 SBC? Thank You.
Dang... I should have done some work on my ports when I had my heads off during my build. I didn't do it because I was worried I'd screw it up and make flow worse. Oh well. There's always next build!
Do I smell a dyno room in the future??? That would be a sure fire way to see what's up!
@13:46ish,, what's the dark line around the valve guide at the 3 o clock position? just how the light is or what?
Nice, ❤ video
It helps flow but does it help Fuel mixture and puddling I’d like to see dino numbers
On a EFI head the intake port should be 'rumbled' to prevent a wetted surface from the injector fuel.
Improves idle and partial throttle response
Thanks man
I believe that some of these tricks that add a very few horseponies is like me picking up pennies
Off Wally World ground today. Lot's of wishes but when the thing makes more than they can put to the glue they use on strips now, does it make the difference?
I believe it is the skill of the driver plus many hrs. Of work that does so.
sorry fer silly questions were or are these heads gasket matched or does that mtter in this test or would gasket match only show up on dyno thanks
For direct injection smooth ports are the way to go, the smoother the better. Switch that to a carb and a rougher finish is preferable, any would be power gain in flow are often lost to lack of atomization of fule.
I don't know I have seen some sooty direct injected heads.
2v 4.6L Ford engine, port match the exhaust and clean up the bowls... WOW... huge difference. I am sure that is the basis for their 3V engine.
What would happen if you tapered the guides?
I Like your bench. I built a PTS and love it
Which one. I prefer the Saenz.
@@WeingartnerRacing The PTS as you are probably aware I would believe has the same or similar plenum chamber design as the Sanez. it seems to straighten the air out more efficiently than the superflow 600 or 750. mine I built using 9 motors so has plenty of capacity for head flowing at 28". i noticed a large difference from superflow benches to the PTS. The PTS is a lot more conservative in numbers. it is a little hard trying to flow ported heads and then the customer says "such and such head flows 12 more peak cfm". but the car goes like a raped gorilla. I am sure you will understand. I am currently using a 40" digital manometer. I want to get a 100" unit as well onto the bench. i also have calibration plates from 100 cfm right up to 600cfmin 50cfm increments. Dont get me wrong the superflow benches really were the standard for a long time but I wanted something that was "more realistic" for my own racing. and the more I searched the more I fell in love with the sanez range and the PTS flow bench designs. Have a nice day bud. love the videos, im always learning.
But what that work on a Chevy cast iron stock head that could be done at home versus the high-end store-bought aluminum race head
Though I don’t play with v8s for last 10 years every 4g63 head I touch I at least do this and polish the chambers to help with det. Seems to show nice gains as these heads flow good already.
Im glad it worked for you.
Great content ! 🇺🇲🇵🇷🦊👍
impressive !!!
What do you think it would be worth on a cast iron small block head?
Is it possible to smooth a casting (and not do anything crazy) and LOSE flow?
But what happens to the fuel vaporization with the different surfaces?
What will happen if you extrude hone those heads ?
Before we get too excited, let's see the end results on the dyno?
Those results 100% fall in line with golf ball dinple porting. When you have a rough surface, it gravs air and causes a turbulent pocket of stagnent air. This pocket of stagnant turbulent air displaces moving air making the port smaller. This is the same thing that dimple porting did. In fact it's argued that you can use dimple porting as a way to avoid epoxying the floor if you need to raise it a bit. But that gets into a bunch of unknown variables. Anyways, i kinda expected this. On a GDI engine, i bet you could even get away with polishing the ports (almost to a reflective shine) since the ports dont atomize fuel in a gdi engine, and you'd likely see even more gainz, albeit minimal.
So really, you're makijg the port bigger as far as the air is concerned even though you really didnt move any material.
Did you 60 grit the exhaust ports all the way? Looked like it was just done to the cnc blending. Wonder how they would compare to the cnc ported heads if the whole port was smoothed.
60grit on both.
i see know how polishing the ports works >>> the valve guide seem to interfere to can they be shortened to ???? or is it set n stone you carnet cut them down
Its a bad idea to cut down the guide. The guides will out very quickly then the valve job will wear out too.
Question.I just purchased A set of AFR 195’s.I seen A video of A guy smoothing out the already ported head’s.He then stated he wasn’t sure if it help with flow A little more.Now I see this video.Hmmmm now I am thinking?
Watch the smoothing out cnc lines video. It lost flow doing that.
As professional porter ...sometimes you go sit down, start from 0....and then wonder: ????
This is soooo familiar !!!!
Hello Eric, could you please point the same of the vídeo that you mentioned about smothing a CNC head? I did look for it but was not able to find it. Thanks
Does Smoothing Out the CNC Lines Help Flow: AFR 227 Race port
czcams.com/video/KjQgwXk1TZk/video.html
question, if you do this on per say only exhaust side, (been thinking of an old 350 chevy engine wanting to just gain trq) would that actualy help in trq? engine is daily driver dont want to increase fuel use.
I don’t know that it will pick up peak torque but broaden the curve.
Do you happen to port LS Heads? What would the pricing be for a Stage 2 or 3 port job on them. They are stock casting LS6 243 heads.
I port Ls heads. I don’t have stages. It is either full or partial. Email for pricing.
So would this cleanup be like a stage 1 port program? I had them do stage 2 on mine wonder how they flow compared
I never had stages. I had valve job and bowl blend and full port.
I think your intake needs to be a bit rougher for laminar flow and exhaust smooth so it doesn’t hold on to carbon
Where are you located
That's all part of your Porting, yes
I have these same exact heads sitting in my garage right now. For $300, I’d send them to you today. My question is, what is the turn around time? I’m planning to start assembling the motor in 2 weeks. These are going on a 4.125 bore Brodix aluminum block
About two weeks.
Flow isn't everything, there are two aspects that are more important 1) Ensuring that the petrol vapour stays in suspension because a very smooth port wall will allow the fuel to wet out on the port wall causing poor fuel vapour consistency entering the cylinder. Some surface roughness creates very small areas of turbulence at the port wall to maintain the fuel in suspension. the miniscule loss of flow is more than compensated for by a uniform fine fuel vapour. 2) Having good flow figures on the flow bench does not tell the full picture. It is much better to have high port velocity to ensure the best cylinder filling.
I agree with some aspects. Its not the surface finish that causes fuel fallout. Its a change in velocity caused by turns and other factors that cause fuel fallout. The gain in flow wasn't the surface finish but knocking off sharp edges. It was also significant.
What about a combination of polished, 60 grit, and even dimpled, to prevent petrol vapor suspension? In my case, a 22r (inline 4) with dual plane intake and carb. I am thinking of polishing the “fast” spots, like the short side of turns, and 60-grit everything else. Then, add dimples where the planes channel together, right before it enters the cylinder head to hopefully better atomize the air without slowing it down too much.
Those are some big ass ports.
Most flowing to what RPM ?
If the future is 3-D printing, do you thing all heads will be near perfect from factory?
No, they could have made better head right now.
Is extrude honing any better for heads as it gets places bits cannot?
I don't know I have never had it done.