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PROCOMP CYLINDER HEAD PORT AND POLISH 2

A BRIEF EXPLANATION OF HOW TO MILDLY PORT AND POLISH A SET OF 'PROCOMP' ALUMINUM 64cc CHAMBER 2.02 INTAKE AND 1.60 Exhaust 210cc INTAKE RUNNER CYLINDER HEADS.


 


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CNC Cylinder Head porting and CNC Engine Blocks on the SAME Machine!
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Looking at my Chevy 383 Ported "Revised" Pro Comp Aluminum Heads rat rod sbc
I was asked what I do to port a set of Revised Pro Comp heads. There are so many things to touch upon but I'll just mention what I did on these to be quick. A little about me,,I've been building engines for 30 years now. I've been porting heads about 20 years. I try to keep up with whats going on and I continually study online. I buy new books and engine building software(Desk-top Dyno/Dragstrip,etc). I'm impressed with the software results. Anyway,,When I saw these heads online I wanted to see just how they stacked up to Darts,Brodix,Edelbrock,etc. I had also read where people were bashing them. Some said they were cheaply made castings, others bashed 'em because they're made overseas. Then later they re-emerged as "New & Improved". I have a friend that sells them online and he built up a 383 and we ported a set and they did very well,,especially for the {lack of) money. When I first looked at 'em I didn't like the areas in the ports that are under the valve seats. I point out the areas at the start of the vid. There are small areas under the valve seats that are noticably machined away. It's nothing to be concerned with as none have ever failed that I know of. There are great photos online that show these heads aggressively CNC Ported,they're so huge that the Intake Ports run into Int bolt hole bosses(I can email you the pics if you need them). Thats too big as they'll have to run sleeves in the mounting holes. Something that I recommend too is to look at the ports online of the major manufactuers of racing heads,,or if available look at ones being built at a local machine shop. When I port a set of heads I make a thickness gauge out of coat hangers. When finished it looks like an "X". It accurately reflects how thick the metal is while porting so that you don't go too far and it helps to get ports consistent ( I'll add that 'how too' later). One unusual thing that I do is lap the valves to the seats with an electric drill motor. It's reversible and takes just a second for each valve and seat to show the correct "grey ring". It takes about 3 minutes to do each head. The results are outstanding with the seats showing concentricity. Most local machine shops just cut the valves, then the seats,,then assemble them. If you do the solvent test they usually leak,,sometimes badly. Thats cylinder leak down,,less power,smoking,blow by,etc. So you get what you pay for. What I mean is that I ALWAYS disassemble the stuff at home and inspect the work. When I find a problem I take it back to the machine shop.Most machine shops don't like a guy who knows how to inspect the work. A good machine shop is really hard to find not just the work but the people there. I know of a few local machine shops in central Arkansas that will do bad work for one customer and great work for another intentially.A lot of times they're racing rivals. Remember, when you get crappy work and run it ~ it'll run crappy or not work,,or last very long. So when you take the stuff apart at home you can see who your friends are. I think it's important to spend your money where the quality of the work is at the forefront of the business.Thats why I drive to a good place with modern machines and trained people. You can have an intelligent conversation and get what you ask and pay for. One more thing,,Try my drill method for lapping the valves,,it works really smoothly.Second thing,,the old notion of polishing the ports has been proven wrong scientifically,especially on the Intakes. They need a slight texture,,look up why.Too much to go into here. Theres even guys who epoxy pebbles or marbles on the bottoms of their racing boats to ride more on air,,reducing friction. On the motor,, I'll start the engine in the next few days and then later toss it into an 86 S-10. It'll have an old school turbo 350 with shift kit and an old Vega Stall Convertor. I can port a set of these heads in a day and a half for about $300.oo The Iron stock type heads are harder and take more time and cost a little more. I've ported about 30 sets now and got to run half of them and got to see how they do. Porting works! and makes quite a difference. Thanks for looking.





383 Stroker build by VDC RACING ENGINES 500HP Roller Cam
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First time cranking the beast.AND THIS CARB WAS SHIT SO I REPLACED IT I WAS ONLY USING TO TEST AND TUNE WHILE ON THE STAND- Engine Contents: BRAND NEW DART 4 BOLT MAIN BLOCK Heads - Dart Pro 1 Aluminum series CNC PORTED 320 CFM Carburetor - QUICK FUEL Q-950 RACE SERIES CARBURETOR Distributor - COMPLETE MSD DISTRIBUTOR SYSTEM WITH AL6 BOX AND COIL with 3 step and crank trigger Hooker Super comp headers Ceramic coated Intake Manifold -Team-G High rise intake CNC port matched Fuel Pump - 400 GPH HIGH VOLUME Holley Water Pump - CSR electric Valve Covers - CUSTOM Chevy engraved and clear coated Wires - MSD PERFORMANCE WIRES Spark Plugs - NGK PERFORMANCE Forged Pistons -J&E FULLY FORGED PISTONS Forged Rods -Manley Push Rods Crankshaft - Callies Magnum 4340 FORGED 3.75" STROKE CRANKSHAFT Rod Bolts - ARP Roller Camshaft - COMP CAMS ROLLER CAM Valve Springs -Manley Nex Tek Triple Valve Springs w/ Titanium Retainers Hydraulic Roller Lifters - COMP CAMS ROLLER LIFTERS Double Roller Timing Set - PRECISION TRUE ROLLER Timing Cover - CHROME GM PERFORMANCE BOWTIE Head Bolts - ARP stainless Flexplate - SFI PRECISION Harmonic Balancer - ATI Performance Products SFI Rated Balancer





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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 on YouTube. 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 their faces. 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.





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.





How to port and polish a 500hp Nissan SR20DET head part3..
Also parts 1/2..In this final vid on port and polishing the 500 horsepowered SR20DET PART 1 http://www.youtube.com/watch?v=FhhyOdFyAcE PART 2 http://www.youtube.com/watch?v=av8yTxTm9hE





Home porting cvh head
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