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
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
Why the Lovell factor is important:
Lovell gas factor calculator:
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!!!
4G93 with 304 Degree Cams and Gas Flowed Head
Running for the first time after rebuild.
Head is flowing about 140CFM Bare Port. The cams are one off regrinds by
Kent cams, both about 304 degrees and about 9.7mm full lift. Peak Power
somewhere between 180 and 190 BHP @ Fly
Standard compression ratio.
Needs a visit to RR to get best out of cams and get the fuel pressure right
3000GT Head Porting
heads porting and matching for 6G72.
ferréa valves oversize +1mm.
made by Fred 62, a french 3000GT owner.
"How To" Port polish an intake manifold
In this video I show you how to port polish an intake manifold. Remember to
wear your safety gear and take your time. The intake itself took roughly 2
hours to polish. Removal of the head is recommended before any grinding or
polishing to ensure none of the filings make it into the cylinder bore and
cause damage to the cylinder walls.
Cylinder Head 106 - Casting & Porting Tech
No really guys, what can I type here? I just went on for 18 minutes
without shutting up. I apologize for deviating from my normal format, but
we're almost there...
...when I port a head, there will be no voiceover, and it will be a
NRE University: Cylinder Head Secrets, Part 2 of 2.
Join Tom Nelson as he visits West Coast Cylinder Heads to film typical NRE
cylinder head modification. Good stuff for gearheads. Hundreds of videos
at http://nelsonracingengines.com. This is part 2 of 2 parts.
How to port and polish high performance v8 heads,tips,tricks and trade secrets exposed
*******CHECK OUT PART 2 *****
COMBUSTION CHAMBERS http://www.youtube.com/watch?v=D63jgJs95gY
I look at porting and polishing high performance heads,I been
building engines for 30 years, most of that time in research and
development,I explain in real simple terms air flows and velocities,these
308ci General Motors Holden heads have been transformed over 70 hours,I
show you all the do's and dont's,keep a lookout for the rest of the
rebuild vids, as we head into final assembly,especially dialing in
camshaft's,compression ratio's and everything else that makes internal
combustion engines cranky,Aussie Heads and Race Engines-One Man One Shop
What i use to polish cylinder heads and intake manifolds
Join me on Facebook! www.facebook.com/omgitsmrmack
Just showing your guys how we go about polishing and getting the beautiful
finishes after its all said and done.. this method takes some skill.. some
might say i make it look easy.. at 14000rpm the grinder i use is not a joke
and has hurt people when they dont use it properly.. when the paper unloads
on a long rod it tends to bend the rod at a 90 degree angle and if the user
freaks out and does not hold it away and let it slow down then they end up
with a nice big sliced up arm or mid section.. i myself have bent a few in
my time and lucky for my i have a quick reflex and manage to hold it away
without hurting myself..