How to port and polish high performance v8 heads,tips,tricks and trade secrets exposed
*******CHECK OUT PART 2 ***** http://www.youtube.com/watch?v=sZDlZxqRVJw
COMBUSTION CHAMBERS http://www.youtube.com/watch?v=D63jgJs95gY
DEGREE CAMSHAFTS http://www.youtube.com/watch?v=azLX1pi2oVE
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
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 Elantra
cylinder head. Good luck finding another one like it. (read more)...
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!!!
Cutting Excess Guide from ProComp 210 SBC Head, custom Porting Combustion Chambers 4
Part Four of Port modificatins on ProComp 210cc aluminum SBC heads. Guide
over hang from installation and correcting the combustion chambers to
unshroud the spark plug is a big deal on these heads. China castings leave
a lot to be desired, but still with all the work you must do it is still
the bargin of the year and is a force to be reckond with when "bang per
buck" is needed. The base of the spark plug should not be exposed in the
chamber, and any valve guide "Overhang" will obstruck flow and create fuel
"sheer" which seperates vapor to droplets that wont burn. Most Big Name
companies will not take time to detial these issues as production cost
prohibit these mods, so have your local machine shop take apart your heads
and look for these problems before you bolt them on your prize engine.
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
Classic Car Porting Heads for Power
This segment is from automotive author Jim Richardson's video, "How To Port
Cylinder Heads for More Power." Here Jim describes how to do port
Cylinder Head 201 - Radius Cut Valve Job
This video covers the complete valve job process that your machinist might
perform. If the 100 series videos didn't help you identify and correct a
problem with your cylinder head, then this is the next step. This video is
brought to you with permission from my machinist in full 1080HD, and covers
cleaning up the head inside and out, preparation and setting up a radius
cutter, cutting all 16 valve seats, valve grinding, and spans 3.5 hours of
actual work in under 30 minutes. There's nothing like this anywhere else
THANK YOU BALLOS PRECISION MACHINE. Thank you for the professional
explanation and execution of a job excellently-done, and un-precedented
access to your facilities.
A valve job is done by re-grinding or replacing valves, and then having new
seats cut to match the faces of the valves you're using. There are several
different machines that might be utilized to achieve this result, but the
process is the same no matter how it's done. There are seat cutters that
utilize cutting stones. There are valve seat cutters with 3 separate
angles installed 120° out-of-phase, and there are single cutters with all
3 angles (radius cutter) that cut with one blade in one pass. The machine
demonstrated here is a Sunnen VGS-20 Radius Cutter. This machine (now out
of production) produces a gradual curved seat that's superior to the shape
of a traditional 3-angle seat. While a radius cutter does contain the 30,
45 and 60 degree angles, it does so without leaving any sharp edges between
My valve selection includes Supertech 1mm oversized nitride-coated
stainless steel undercut and back-cut intake valves, and 1mm oversized
Inconel back-cut Exhaust valves.
Inconel is a high-temperature alloy utilized in marine and forced-induction
performance engines that can handle more abuse than steel can without
melting. The other characteristics of the valves which are discussed
typically yield bigger gains in airflow than simply using a bigger hole and
a bigger valve.
Why I did this to a perfectly-good cylinder head:
I changed cams. Because the valves were previously recessed during another
valve job 9 years ago, my valve installed height was increased and this
raised the operating positions of my rocker arms. My new camshaft
selection dictates using the stock valve install height. The only
solutions to this valve install height problem are to either replace the
valve seats, or install oversized valves. I opted for the latter.
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.
Cylinder Head Porting and Port Matching
Anthony @ DIYautotech takes you through the steps on how to port match (
gasket match) your cylinder heads. This is a fairly simple project that
may take you about a day, but will give you a cylinder head with high flow
High Flow = More Power
If you have any questions, please feel free to ask!
Don't forget to subscribe & watch all my other automotive videos!
How to build HORSEPOWER - Ford 461ci Windsor V8 by Dandy Engines
Engine specialists Dandy Engines building a small block Windsor 461ci
stroker for Pat Staplton. Follow the engine assembly as the guys aim to
make more than 820hp naturally aspirated on regular pump unleaded 98-RON.
Pat plans on putting this brute of an engine into a Ford Falcon XD/XF Ute.
[ http://dandyengines.com ]
Creative Commons music license CC 3.0
Jahzzar - Breaking Bad
How to Reseat / Lap Valves (Basic Valve Job)
In this video i'm explaining how to reseat or lap valves in a flathead or
overhead valve engine. Also can be called a valve job, but this is not a
complete valve job. I also used to much valve grinding compound, it does
not require a whole lot. Usually when a engine needs this done is when a
engine has low compression that is found to be leaking around the valves,
or sometimes a engine will backfire do to the valves not closing
completely/properly. Thanks for watching.
Edelbrock RPM Olds 455 Head Porting
The scariest thing I ever did was port a set of new Edelbrock aluminum
cylinder heads. My first attempt at porting any cylinder head. I raised
the roof .200" and dropped the floor .040". It's best to leave the floor
alone or raise it by filling with epoxy. Porting kit by Mondello.