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Pontiac GTO Cylinder Head Cleaning

See how John @ Costa Mesa R&D Automotive Machine cleans a pair of Pontiac GTO cylinder heads in the Sunnen TCS system. www.engine-machining.com 949-631-6376


 


More Videos...


Toyota 22R Block Resurfacing
See how a 22R block is machined to remove a brinneled surface @ Costa Mesa R&D Automotive Machine. www.engine-machining.com (949) 631-6376





Flywheel Resurfacing
A pretty boring video about flywheel resurfacing... Hey, what can you say about flywheels, slap'em on the machine, turn it on, stand back and watch the sparks. Another John Edwards educational video stream. www.engine-machining.com (949) 631-6376





LS3 Piston Pin Clip Removal
This is how you remove the piston pin clip from the LS series piston. Now you know! www.engine-machining.com (949) 631-6376





Mercedes Benz Alusil Cylinder Conditioning
See how this different material is machined by John @ Costa Mesa R&D Automotive Machine. www.engine-machining.com 949-631-6376





Cylinder Head 204 - Porting & Polishing
This is a first-generation 1992 1.6L Hyundai Elantra small-combustion-chamber head. Thats what it is. It's a J1 engine's cylinder head. In Cylinder Head 106 I talked about the mainstream porting theories as they are discussed. We looked at a cylinder head that I have thousands of dollars of professional work performed on, and a bone-stock second-generation head that I didn't port. In this video I just might do something you haven't seen done before. For some, that may be uncomfortable. The port and polish job I perform here is what I think will work best for my current build. This is not an extreme killer port job. What will be different here is where port textures are concerned, I will be following the advice of a reputable source that will remain un-named. You're free to port yours differently than I do in this video, and I give you that out, around the 20 minute marker. The Hyundai is far from being an ultimate-performance build. It's a $400 box of scraps with nothing but time invested. It's perfect for this video. My finished product WILL be an improvement over what I had. I don't yet have access to a flow bench. I still have an achievement to un-lock. As far as you should be concerned with the techniques I employ... without flow numbers there is no evidence of what this will do, but we will gather lots of info from dynp sessions and drag strip time slips. If I could test it on a flow bench, I would. There are MANY, and when I say many, I mean thousands of flame war mongering pirates floating around on rough seas with a hair trigger cannon finger itching to fire if you port a head any differently than what the herd mentality says to do while porting a cylinder head. I cover the herd mentality because it has merit. It's been tested. Tried and true. But I don't follow it to the letter of the law. I'm definitely not here to de-bunk it. I would port a cylinder head differently for each build based on how that engine was used. There's an extremely valid reason why relating to air speed. It's not the texture of a port that maximizes the effect of fuel atomization, but the velocity of the air running through an x or y sized valve. The driving factor in this is the piston speed. I'm not going to give you the technical information, but will refer you to information about the Lovell factor. There's a better description of this in the links below, and even a calculator to help you find your engine's sweet spot. Why the Lovell factor is important: https://www.highpowermedia.com/blog/3346/the-effect-of-valve-size Lovell gas factor calculator: http://www.rbracing-rsr.com/lovellgascalc.html Only people who have flow testing equipment know for sure what really works and have the capability to produce a perfectly-matched port job for the ultimate performance build. Those guys know the definition of ultimate, and THEY are floating below the water Aegis-class submarines ready to blow your comment up if you don't know what you're talking about. They don't care if you're an armchair mechanic or a herd of pirates. I will say, they're zoomed in pretty close on me right now, and I'm expecting to take a few hits. My work will be tested based on Dyno and drag strip performance, and the results will be posted here. Fortunately, those kinds of videos are a WHOLE LOT EASIER TO MAKE!!!





Cylinder Head 105 - Valve Job Basics
Valves not sealing? Valves not bent? This is how you fix that problem. In this video I outline the basic valve job procedure. Cleaning the valves, cleaning the seats, cleaning the combustion chamber and lapping the valves in to make a better seal. Here I cover the process start-to-finish. It's the same exact process for pretty much all non-rotary combustion engines. It takes patience and perseverance to do this job, but anyone can do it. Reference your service manual for measurements and service limits. Everything else that's not in your service manual is in this video. I apologize for not having broken busted crap to work with in this video. It's more beneficial to all of you when bad fortune falls on me because it gets well documented, and many people watching these videos are looking for answers. If you have bent valves, you will discover it quickly once you chuck one up in the drill. You'll see the face of the valve wobble around while it spins. You'll see evidence of this damage on the valve seat. If it's bad, you may see damage on the valve guides in the form of cracks or missing pieces where the valve guides protrude through the head ports. Give all that stuff a good visual inspection. ...and if you doubt yourself, never hesitate to get a second opinion or consult a machine shop. They will have access to expensive tools that you wont find in your average gearhead's garage.





454 Chevrolet in Thermal Cleaning Oven
Take a look at how a BBC Chevy marine engine is cleaned in the Sunnen TCS cleaning system. Watch as a rusty old hulk is brought back to serviceable condition. www.engine-machining.com





235 Chevrolet
See what machined valve seats look like as they are presented by John @ Costa Mesa R&D Automotive Machine . www.engine-machining.com (949) 631-6376





Cylinder Head 205 - Degree DOHC Camshafts
This video is all about establishing your valve timing baseline, and adjusting your camshafts to the manufacturer's spec. It's only ONE of several steps that should be performed when you're assembling your engine on an engine stand. Establishing these conditions with accuracy while your engine installed in the car is a near-impossibility, and the reason why... is demonstrated in this video. There are several challenges to overcome when performing these procedures on a 4gxx series Mitsubishi engine, and they're all defeated here. The cylinder head used in this video is a J1 spec '92 Hyundai Elantra small-combustion chamber head which has had several valve jobs and has been resurfaced multiple times by budget engine remanufacturers who didn't care about quality control, as well as performance shops who do. It has had no less than .040" removed from the head gasket surface, the valves are recessed because of all the valve jobs performed, and at some point when it was cut, it wasn't level. Removing material from the deck surface will change the installed camshaft centerline, and that will change your engine's valve timing events even if all other parts remain the same. I would claim this is a multi-part video except that I've got the videos broken up by topic already, and this one is all about setting your cams to the manufacturer's specification. It is not the end of testing that will be performed with these tools. The basics concerning the process and tool fabrication are covered here. Further discussion on this topic concerning the effects of advancing or retarding camshafts from spec, and for checking your valve clearance will be in the videos that follow. I had to end this video after the manufacturer's spec was achieved to make it easier to digest, and because it would have created a video greater than one hour in length despite the break-neck speeds that things happen here on Jafromobile. Where your cams are set determine how the swept volume of the combustion chamber gets used. The information on the manufacturer's spec sheet is their recommendation for baseline settings that will help you get the most out of those camshafts. Whether or not your engine can operate with those specifications without additional hardware or without causing a catastrophic failure will be expanded upon in Cylinder Head 206. The next video should be used as a companion to this video because establishing the manufacturer's baseline is not the end of the assembly or testing process. It's only half the battle. Should you be lucky enough to find your combination of parts allow your camshafts to fit and requires no additional adjustment after assembly, the steps in this video and in Cylinder Head 206 should still be performed if you are doing the assembly yourself. Failure to inspect these variables may lead to a tuning nightmare once the engine is back in the car, hard starts, or worse... bent valves and damaged wrist pins. Making these tools and performing these steps will give you the peace of mind to know with certainty that your engine is operating safely at its peak performance.





Chevrolet Thermal Engine Cleaning Process
This video demonstrates the Sunnen Thermal Cleaning system that was used to clean a small block (SBC) Chevrolet engine block by John Edwards @ Costa Mesa R&D Automotive Machine (949) 631-6376. Your comments appreciated! john@engine-machining.com





Ford Mustang 3,8 Liter - Corrosion Damage Repair Process
John Edwards @ Costa Mesa R&D Automotive Machine discusses how he repairs corrosion damage on a 3,8 liter Ford Mustang aluminum cylinder head. www.engine-machining.com (949) 631-6376





How To Remove and Replace Valves in a Cylinder Head -EricTheCarGuy
If you need to remove a valve from a cylinder head either to replace the valve or replace the valve seals, this video will help you do that. You can also do this process while the cylinder head is still fastened to the engine block with some tools. To do that, put the piston at TDC compression stroke and make sure both valves are closed. You can then run compressed air into the cylinder to hold the valves in place as you compress the valve springs. I often use my compression tester hose to do this. You need to remove the schrader valve first before you attempt this, if not, air will not flow into the cylinder. You can also use a piece of rope or equivalent to keep the valves from dropping into the cylinder while you work. This method works well if you're just replacing the valve seals. You won't be able to use the large spring compressor however. You'll have to use the Lisle or some other type of compressor do manage that task. Here's some useful links for you. Tools. Large Spring Compressor: http://www.jbtoolsales.com/gearwrench-383d-valve-spring-compressor/#oid=100 2_1 Lisle Spring Compressor Tool: http://www.jbtoolsales.com/lisle-36050-valve-keeper-remover-and-installer-k it/#oid=1002_1 I had a heck of a time trying to find the Honda special tool and was not able to provide a link for you. Sorry about that. The Lisle tool will work just fine, OR I've seen some home made versions of that type of extension that looked like they'd work pretty well. Related videos. Basic Parts of an Engine: http://www.youtube.com/watch?v=saPGX-1qC4M Civic Engine R&R Part 1: http://www.youtube.com/watch?v=Me9w6aIqJ48 Tahoe Engine R&R Part 1: http://www.youtube.com/watch?v=aMkqWMvcdiQ Dodge Ram Engine R&R Part 1: http://www.youtube.com/watch?v=oc3zSgEA8Jk Sonoma Engine R&R Part 1: http://www.youtube.com/watch?v=5ivqj2LjE28 Articles. How to Find Leaks: http://www.ericthecarguy.com/faq/finding-and-fixing-fluid-leaks Discussion about this video: http://www.ericthecarguy.com/kunena/18-The-EricTheCarGuy-Video-Forum/50319- how-to-remove-replace-valves-in-a-cylinder-head#92526 The best place for answers to your automotive questions: http://www.ericthecarguy.com EricTheCarGuy code lookup: http://www.ericthecarguy.com/obd-code-lookup Facebook: https://www.facebook.com/EricTheCarGuy?fref=ts Twitter: https://twitter.com/EricTheCarGuy Google+: https://plus.google.com/100195180196698058780/posts Information on Premium Membership: https://www.ericthecarguy.com/premium-content-streaming-etcg-content Stay Dirty ETCG Due to factors beyond the control of EricTheCarGuy, it cannot guarantee against unauthorized modifications of this information, or improper use of this information.  EricTheCarGuy assumes no liability for property damage or injury incurred as a result of any of the information contained in this video. EricTheCarGuy recommends safe practices when working with power tools, automotive lifts, lifting tools, jack stands, electrical equipment, blunt instruments, chemicals, lubricants, or any other tools or equipment seen or implied in this video.  Due to factors beyond the control of EricTheCarGuy, no information contained in this video shall create any express or implied warranty or guarantee of any particular result.  Any injury, damage or loss that may result from improper use of these tools, equipment, or the information contained in this video is the sole responsibility of the user and not EricTheCarGuy.





D-16 Honda Block Modification
See how to modify your Honda engine when you install H-Beam connecting rods. Brought to you by Costa Mesa R&D Automotive Machine. www.engine-machining.com (949) 631-6376





SBC Valve Guide Installation
John @ Costa Mesa R&D Automotive Machine describes how to replace valve guides on the popular small block Chevrolet cylinder head. www.engine-machining.com





Boss 429 Cylinder Head Straightening
John Edwards discusses how he uses a thermal cleaning oven to straighten excessively warped aluminum cylinder heads at his Costa Mesa R&D Automotive Machine Shop. www.Engine-Machining.com





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Similar 1/4 mile timeslips to browse:

2007 Pontiac GTO Pro Stock: 7.361 @ 184.570
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1966 Pontiac GTO : 7.760 @ 178.000
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1969 Pontiac GTO Judge: 7.870 @ 175.940
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2005 Pontiac GTO F-1R Procharger: 8.958 @ 154.210
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2005 Pontiac GTO : 9.199 @ 151.050
Travis Wester, Engine: LS7X, Supercharger: Procharger F-1R Turbos: N/A Tires: Hoosier


2004 Pontiac GTO SS Supercharged LQ9 408 ci : 9.746 @ 142.130
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1968 Pontiac GTO : 9.824 @ 140.440
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2004 Pontiac GTO : 9.929 @ 136.600
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1971 Pontiac GTO HO: 10.220 @ 129.030
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2004 Pontiac GTO : 10.260 @ 134.000
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1969 Pontiac GTO Judge: 10.360 @ 131.890
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2005 Pontiac GTO : 10.496 @ 130.350
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1970 Pontiac GTO Ram air iii: 10.520 @ 128.800
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2004 Pontiac GTO LS2: 10.587 @ 130.370
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2004 Pontiac GTO LS2: 10.622 @ 131.420
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1969 Pontiac GTO Judge: 10.650 @ 125.000
Kevin, Engine: 462 CID Pontiac, Supercharger: n/a Turbos: n/a Tires: Goodyear 30 x 12


2004 Pontiac GTO LS-2: 10.694 @ 126.510
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2004 Pontiac GTO 5.7L: 10.770 @ 126.010
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1967 Pontiac GTO Sedan: 10.800 @ 121.000
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1964 Pontiac GTO : 10.800 @ 129.310
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