I am glad you got to chat with DV. Well, that 50* cut may affect how you have to shape the rest of it, but taken step by step, you will figure it out. And if it doesnt act right in the end, then you know. If you dont try it, you dont know. I think part of you just wants to be convinced that nothing was left on the table....and as a professional that wants to excel, this is important.
DV as in David Vizard? If I were to have the chance to meet anyone in the world it would be DV! He has done it all and his books are the best I have ever read. I have all of the main ones.
Hi Charlie. I would be really interesting for you to do a test on different valves sometime. Use the same port but test as many different shape intake valves you can find. Flat ones, not so flat, necked down stem, small margin, large margin, back cut, no back cut and different stem diameter. Might have to do that one with putty in the top of the guide to fill the leak. Anyway just an idea for when you have nothing to do. ( like that ever happens ) Andrew
🔔😎 Thanks for your great insight and sharing your ideas and knowledge I stopped porting 20 yrs ago (except for cleanups) because the aftermarket was more price effective. I always felt that maximizing low/ mid lift was the best idea because it got the air moving sooner, AND, I like running the maximum lift possible even well beyond head flow stall because 20* duration at max flow is better than 2* at max flow for cylinder filling. Scavenging is very important. Torque area under the curve below 5252 is what makes the street/strip combination come alive. C O M B I N A T I O N is important 👍😎😎
Charlie, I know 0.030" isn't much but I wouldn't go straight to 1.94" after this. Big block Chevy exhaust valve 1.88". I like your approach at this. It's simple but effective.
🔔😎 revisiting: I understood DV to say that the intake corner cut made little difference in actual flow but allowed the shift to carry out another 500 rpm. 🤔 That's where the real gain shows up at the track. I'm guessing that little step reduces chamber swirl flow into/under the valve edge at high rpm. Again we are looking at scavenging depression versus flow bench numbers. 🤔🤔😎😲
@@servediocylinderheads DV was emphasizing the corner on SBF irons I think. 🤔 Edited: I'm thinking the bowl shape under the intake seat is not ideal but already a little wide which might affect this. 🤔😎
Awesome if the gt40p heads I Ported "LEAK" IE. I broke through the hump in the roof of the exhaust ports... So I literally opened the holes up and then started welding from far down in the hole back up to the surface to make sure they were "GOOD" ps. I was a Millwright for many years and had two machine and weld cast-iron! BUT THEY ARE SHAPED CORRECTLY! I wonder if sleeper heads are worth the fifty extra hours? And one little error "leak" could destroy an engine so first I'm trying them out on a used high-mileage small-block, they don't leak now hot or cold but we'll see what happens on the running engine! pray for me because I would have wasted so much time and I don't know if I would try to fix them again! Or if I'll just take the set of stock E7TE heads and Port them the Way You Are in the videos!
@@servediocylinderheads I have a trick I play on my own things especially if I have to weld other things, what I do is instead of preheating and then welding away!.. I'll run a five-second bead in every port of both DRY, Non-Preheated Heads and then do something else, until it cools! Then REPEAT. (Same time invested! BUT Over a much longer period of time. ) " note: check the temperature with an IR LASER thermometer" . It is annoying how much PATIENCE this takes but it has much less warpage and much less tendency to crack non-preheated heads! that way I minimize the potential for cracks and I minimize warping! { pros and cons of having your own small workshop & more time than money! } respectfully! M, PS Some engines don't have affordable aftermarket heads I.E. CADILLAC 472/500! SO porting stock is a very good idea!!!!
Look forward to your flow tests. See if the 50 degree seats are worth it up High lifts enough to compensate for any lost at low lifts up to .500". I always look at average flow curves numbers. I get excited too by 330-400+ cfm numbers but Often it's a worse flow curve average cfm than a port .100- .550" poor man's camshaft profile chosen. All that hardware needed for .800-1.000 " costs alot and can still fail on the streets.
You are right. This is exactly why I am not the 50 degree seat expert. I will have done a bunch of testing with steeper seats but the meat of the curve was always down. Now if it is high rpm and we can step up the cam things start to change. The steeper seats mellow the bigger cam at low rpm.
@@servediocylinderheads I enjoy your Videos. Your the Great Florida Cylinder Head Porter at home. Science Experiments daily and you explain in detail. I Love High Rpms believe me. I am not exactly sure why 30 degree seats intake side work in old School Iron Pontiac V8 heads able to wind up and make power. Many truedcto talk me Into 45-50-55 degree seats. I just used what has worked for me Pontiac Engineering improved. Hitting 7000 rpms peak is easy 30 degree seats from drivers seat still pulling like Gangbusters. Hot Full Race Cams I have peaked 8000 rpms 455 engine Pontiac RAIV Roundports 614. If you get a chance sometime test Pontiac V8 iron heads stock and your own modified. Test and theory results. None have done online posted or You Tube in depth. Think 87 octane builds are in. DD WW3 builds. Could target 91-93 octane pull retard timing back 4-10 degrees for 87 octane. See if water driving temps climb to 210-230 F retarded timing. Holding 180-190F steady my present all iron 455 520 Hp Pump gas run on 91-93 octane.
@@servediocylinderheads We got New problems now in Flat out Racing World there will be no Titanium to be had anywhere. It all comes from Russia. USA has none. Titanium Dioxide Ore Titanium metal is made from.
@@brracing7861 The 30 degree seats work with the flat ports. Air windows across the ssr and the top of the flat valve and out. 50 degree seat wants the air to come down from the roof and around the perifery of the valve. It will require a differet shape ssr and bowl. I will work on it but it may not beat the 45 seat.
Hi Charlie. Did you get my info on how to find T Moss? I did a valve comparison on my E7 today, very eye opening. The 1.84 intakes I am using are standard 351 replacements and more resemble the shape of an exhaust valve. I have a Chevy 1.84 which is quite flat. I tried the Chevy valve. Gained a little at .100 lost 8 to 10 at .200 and .300 but gained 12 to 14 at .400 and .500 for a max of 212 cfm. If I could get a Ford valve that was flatter ( like the 1.78 oe valve ) but not loose at the lower lifts I would be quite happy. I'm just your average hack learning all I can. Andrew
Many LS X Heads look great till I look at the average Flow curves CFM. Old School Chevies, Fords, Pontiac V8 beat them many Ported and less Peak CFM Achieved.
Charlie, you plan on adding different valve seat angles to that 50°? I have seen up to five other angles besides a 50° on competition seats. Also learned the valve shape it self and it's seat face has alot of potential too. To many tricks to even think about.
Ok, so sorry for the maybe dumb question, but when refering to the degree angle of the seat. The degrees are in the relationship to the stem, so 90 would be paralel to the flat of the valve right?
@@toddmccarter45 Hi. It's the other way around. 30 is flatter and 50 is steeper. Generally 30 degree seats flow well at low lifts and 50 flow well at higher lifts. 45 being the standard angle. Andrew
@@toddmccarter45 Hi Todd. If we have an open mind we can all learn something new. Don't forget everyone was new to this at some time. Get ready for Servedio cylinder head slice and dice. Ha Ha. Andrew
My personal opinion? 1969-70 C9OE/D0OE cylinder Heads. They have been well past 300 cfm in Super stock and Stock Eliminator class. In a amateur hand's with 2.000" LS 8mm stem intake valves and 1.58" LS 8mm stem exhaust valves has been to 262cfm. There is a lot of meat in the right places in those heads.
I wish I could say I have done them all but I haven't. I did a bunch late 80's early 90's but I couldn't say what casting numbers they are and nothing was maxed out. More like guides, valve job, decent porting, run em.
@@servediocylinderheads As it turns out Stan’s sight really lacking in sbf numbers… You should submit some of your work to him Charlie. The D0OE heads don’t have a ported number at all @Garykaren Mcgruther.
GT 40s are basically just small spark plug 69/70+ W heads. Same 144 intake runners and 62 cc chambers. Old ones might be a little thicker, I don't know.
🔔😎 Ya know Charles, a simple rule most of us out here forget or ignore is: The first 20% of time/effort gives 80% of the gain. The next 80% T & E gives the final 20% of the gain. Is it worth it $$ in the real world? That's where the alums have won. $$ Big things are important, but the little things win the races.
Now you have my attention ..cannot wait see to all results you do fantastic work and not affraid to experiment ..love it !!!!
It is a learning curve. Keeps me out of trouble. Haha
I am glad you got to chat with DV. Well, that 50* cut may affect how you have to shape the rest of it, but taken step by step, you will figure it out. And if it doesnt act right in the end, then you know. If you dont try it, you dont know. I think part of you just wants to be convinced that nothing was left on the table....and as a professional that wants to excel, this is important.
DV as in David Vizard? If I were to have the chance to meet anyone in the world it would be DV! He has done it all and his books are the best I have ever read. I have all of the main ones.
Hi Charlie. I would be really interesting for you to do a test on different valves sometime. Use the same port but test as many different shape intake valves you can find. Flat ones, not so flat, necked down stem, small margin, large margin, back cut, no back cut and different stem diameter. Might have to do that one with putty in the top of the guide to fill the leak. Anyway just an idea for when you have nothing to do. ( like that ever happens ) Andrew
🔔😎
Thanks for your great insight and sharing your ideas and knowledge
I stopped porting 20 yrs ago (except for cleanups) because the aftermarket was more price effective.
I always felt that maximizing low/ mid lift was the best idea because it got the air moving sooner, AND,
I like running the maximum lift possible even well beyond head flow stall because 20* duration at max flow is better than 2* at max flow for cylinder filling. Scavenging is very important.
Torque area under the curve below 5252 is what makes the street/strip combination come alive.
C O M B I N A T I O N
is important 👍😎😎
Charlie, I know 0.030" isn't much but I wouldn't go straight to 1.94" after this. Big block Chevy exhaust valve 1.88". I like your approach at this. It's simple but effective.
I have some old 2.08" valves I can make in any diameter. It just takes a bit of time to make one.
🔔😎 revisiting:
I understood DV to say that the intake corner cut made little difference in actual flow but allowed the shift to carry out another 500 rpm. 🤔 That's where the real gain shows up at the track. I'm guessing that little step reduces chamber swirl flow into/under the valve edge at high rpm. Again we are looking at scavenging depression versus flow bench numbers. 🤔🤔😎😲
That is a point I disagree with D.V. depending on the flow and swirl I will cut that corner. Certain heads gain quite a bit of flow there.
@@servediocylinderheads DV was emphasizing the corner on SBF irons I think. 🤔
Edited: I'm thinking the bowl shape under the intake seat is not ideal but already a little wide which might affect this. 🤔😎
🔔😎 👍👍
Looks good to me.
I'm anxious to see the numbers.
🤔🤔
Awesome if the gt40p heads I Ported "LEAK" IE. I broke through the hump in the roof of the exhaust ports... So I literally opened the holes up and then started welding from far down in the hole back up to the surface to make sure they were "GOOD" ps. I was a Millwright for many years and had two machine and weld cast-iron! BUT THEY ARE SHAPED CORRECTLY! I wonder if sleeper heads are worth the fifty extra hours? And one little error "leak" could destroy an engine so first I'm trying them out on a used high-mileage small-block, they don't leak now hot or cold but we'll see what happens on the running engine! pray for me because I would have wasted so much time and I don't know if I would try to fix them again! Or if I'll just take the set of stock E7TE heads and Port them the Way You Are in the videos!
I have welded cast iron and run them. Not fun! Yes, I have thought about welding iron chambers to give a better shape. The heat just warps everything.
@@servediocylinderheads I have a trick I play on my own things especially if I have to weld other things, what I do is instead of preheating and then welding away!.. I'll run a five-second bead in every port of both DRY, Non-Preheated Heads and then do something else, until it cools! Then REPEAT. (Same time invested! BUT Over a much longer period of time. ) " note: check the temperature with an IR LASER thermometer" . It is annoying how much PATIENCE this takes but it has much less warpage and much less tendency to crack non-preheated heads! that way I minimize the potential for cracks and I minimize warping! { pros and cons of having your own small workshop & more time than money! } respectfully! M,
PS Some engines don't have affordable aftermarket heads I.E. CADILLAC 472/500! SO porting stock is a very good idea!!!!
Look forward to your flow tests.
See if the 50 degree seats are worth it up High lifts enough to compensate for any lost at low lifts up to .500".
I always look at average flow curves numbers.
I get excited too by 330-400+ cfm numbers but Often it's a worse flow curve average cfm than a port .100- .550" poor man's camshaft profile chosen. All that hardware needed for .800-1.000 " costs alot and can still fail on the streets.
You are right. This is exactly why I am not the 50 degree seat expert. I will have done a bunch of testing with steeper seats but the meat of the curve was always down. Now if it is high rpm and we can step up the cam things start to change. The steeper seats mellow the bigger cam at low rpm.
@@servediocylinderheads I enjoy your Videos. Your the Great Florida Cylinder Head Porter at home.
Science Experiments daily and you explain in detail.
I Love High Rpms believe me.
I am not exactly sure why 30 degree seats intake side work in old School Iron Pontiac V8 heads able to wind up and make power. Many truedcto talk me Into 45-50-55 degree seats.
I just used what has worked for me Pontiac Engineering improved.
Hitting 7000 rpms peak is easy 30 degree seats from drivers seat still pulling like Gangbusters.
Hot Full Race Cams I have peaked 8000 rpms 455 engine Pontiac RAIV Roundports 614.
If you get a chance sometime test Pontiac V8 iron heads stock and your own modified.
Test and theory results.
None have done online posted or You Tube in depth.
Think 87 octane builds are in.
DD WW3 builds.
Could target 91-93 octane pull retard timing back 4-10 degrees for 87 octane. See if water driving temps climb to 210-230 F retarded timing.
Holding 180-190F steady my present all iron 455 520 Hp Pump gas run on 91-93 octane.
@@servediocylinderheads We got New problems now in Flat out Racing World there will be no Titanium to be had anywhere.
It all comes from Russia.
USA has none.
Titanium Dioxide Ore Titanium metal is made from.
@@brracing7861 The 30 degree seats work with the flat ports. Air windows across the ssr and the top of the flat valve and out. 50 degree seat wants the air to come down from the roof and around the perifery of the valve. It will require a differet shape ssr and bowl. I will work on it but it may not beat the 45 seat.
Hi Charlie. Did you get my info on how to find T Moss? I did a valve comparison on my E7 today, very eye opening. The 1.84 intakes I am using are standard 351 replacements and more resemble the shape of an exhaust valve. I have a Chevy 1.84 which is quite flat. I tried the Chevy valve. Gained a little at .100 lost 8 to 10 at .200 and .300 but gained 12 to 14 at .400 and .500 for a max of 212 cfm. If I could get a Ford valve that was flatter ( like the 1.78 oe valve ) but not loose at the lower lifts I would be quite happy. I'm just your average hack learning all I can. Andrew
Use the Chevy valves and make the valve train adjustable like a Chevy. Sorry, must have missed the T Moss info.
Many LS X Heads look great till I look at the average Flow curves CFM.
Old School Chevies, Fords, Pontiac V8 beat them many Ported and less Peak CFM Achieved.
🔔😎 FYI.
Out here in the middle USA, I just spent $70 for 13 gallons of 91 octane no-ethanol. $5.349 😱😱
Well, if you stopped racing around it wouldn't be so expensive!
@@servediocylinderheads I cannot tell a lie. I did it with my 5.0. 😲😲😁😁
Charlie, you plan on adding different valve seat angles to that 50°? I have seen up to five other angles besides a 50° on competition seats. Also learned the valve shape it self and it's seat face has alot of potential too. To many tricks to even think about.
It is four angles.
What would happen if you got rid of the whole valve guide
I used to do that in the 90's ford E7TE heads and never had an issue. Flow would go up a bit but valve stability is worth some power as well.
Ok, so sorry for the maybe dumb question, but when refering to the degree angle of the seat. The degrees are in the relationship to the stem, so 90 would be paralel to the flat of the valve right?
So a 30 degree seat would be steeper and a 50 degree seat is flatter
@@toddmccarter45 Hi. It's the other way around. 30 is flatter and 50 is steeper. Generally 30 degree seats flow well at low lifts and 50 flow well at higher lifts. 45 being the standard angle. Andrew
@@andrewburlock2653 Thanks, I'm still pretty new to all this
I am very happy with the comments and questions on my videos. We have a real good bunch on here!
@@toddmccarter45 Hi Todd. If we have an open mind we can all learn something new. Don't forget everyone was new to this at some time. Get ready for Servedio cylinder head slice and dice. Ha Ha. Andrew
What factory sbf Windsor heads have the most potential?
My personal opinion? 1969-70 C9OE/D0OE cylinder Heads. They have been well past 300 cfm in Super stock and Stock Eliminator class. In a amateur hand's with 2.000" LS 8mm stem intake valves and 1.58" LS 8mm stem exhaust valves has been to 262cfm. There is a lot of meat in the right places in those heads.
I wish I could say I have done them all but I haven't. I did a bunch late 80's early 90's but I couldn't say what casting numbers they are and nothing was maxed out. More like guides, valve job, decent porting, run em.
@@servediocylinderheads As it turns out Stan’s sight really lacking in sbf numbers… You should submit some of your work to him Charlie. The D0OE heads don’t have a ported number at all @Garykaren Mcgruther.
@@shaadydog1 Funny, I always wanted to be on his site. I don't see why not.
GT 40s are basically just small spark plug 69/70+ W heads. Same 144 intake runners and 62 cc chambers. Old ones might be a little thicker, I don't know.
🔔😎
Ya know Charles, a simple rule most of us out here forget or ignore is:
The first 20% of time/effort gives 80% of the gain.
The next 80% T & E gives the final 20% of the gain.
Is it worth it $$ in the real world? That's where the alums have won. $$
Big things are important, but the little things win the races.