Good info for all walks of gearheads. I appreciate the time you take to explain what you have going on. I'm gonna be working on a set of 128 L98 heads for a sbc 339 stroker . Even though mine are worlds apart from what you have, the info still applies. Thanks.
With the actual Running engine Port experiencing strong Start--Stop Reverse Bounce Dynamic air characteristics, Does Running engine Port Flow actually Reverse & Flow Both directions ?? ......Also, does the usual Constant pressure Unidirectional airflow Bench results Usually Agree with Actual dyno run data Results ? .....I Always Thought the port "Pinch Area" was definitely the Most dynamicly Restrictive Cfm Affecting factor !! ...Big Thx for showing how reasonable "Eyeball" Logical reasoning (and all the Useless work effort) can be so Wrong !!
Hi Eric, How about a video reviewing ideal seat shapes for street performance heads. I've had other head shops tell me seat angles like 55 deg etc are good but have very short life spans on the street, maybe thats rubbish?. Then there's radius cuts, 4,5,6 angle cuts, different tulip shapes for exhaust valves, super narrow intake seat widths. So many variables.....
For a complete beginner here.....can you make a video on how to match the intake ports as far as alignment once everything is torqued? I get gasket matching...but unless my eyes deceive me when I tighten down everything they aren't perfectly aligned...and I assume the goal would be to have perfect alignment if you're going through the trouble of getting the sections perfectly sized
CSA is just a number. Port shape is much more important. Actually large CSA slows the flow down, and if the port has vortex spots, there's nothing going into the cylinder until 8K rpm.
It depends of the port. It takes energy to speed up the airflow and if the pinch is actually a restriction, the point in the port with a higher than average velocity, you will probably gain flow and power with little down side. These heads that have a pushrod pinch thats already 95% the size of the bowl there just isn't much left to gain. Even under 400 lift the valve is more of a restriction than the pinch.
Cost vs return, the SBC can’t touch an LS. Sure you can spend exponentially more money to get a SBC to run with or even beat an LS. But at what cost because you are afraid of change? $500 set of LS3 heads vs what ever it cost to get a SBC head to flow the same… Cost vs return 👍
LS is only cheaper if are getting junkyard stuff. The minute you switch to aftermarket it is more. Look at almost any crate engine company that sells sbc and LS. The SBC is cheaper and at the same price as the LS they make the same or more power.
@@WeingartnerRacing you’re right there, however I haven’t seen many junkyard small block chevys make 1200 hp either, I have a 4000 dollar 6.0 ls that makes about the same power as my 8500 dollar 383 NA and they will both hold about the same amount of power under boost, but can spend a fortune on both as you said
GREAT VIDEO ERIC,SHOW US THE NEXT STAGES AS WELL, PORTING, NEW VALVE JOB, FINISHED PORTS AND FLOWS..AND GIVE US A LITTLE MORE INFO OF MOTOR,CUBES,COMP,CAM...JUST TO ASK,HOW COME YOU DON'T GET HEAD FROM BRODIX CNC PORTED, BUT SEATS NOT CUT, WOULDN'T THAT GIVE YOU MORE MEAT ON SEAT INSERTS AFTER YOU DO YOUR NEW SEAT JOB ??.. THANKS..KEEP WELL
I have them cut the initial valve job to a much smaller valve than I will run because it saves me time. When I cut brand new seats on my machine it takes awhile. I really need a larger seat and guide machine.
Why do people not run a larger valve with another angle cut on it in a more street oriented engine? I get what your saying about the increased weight, but if you could afford titanium, it would seem this would be a huge advantage, in increasing the low lift flow numbers, with no weight penalty vs a correctly sized lightweight steel valve??? I’m asking this because there are a a lot of older vintage type engines that physically can’t fit an intake valve much larger than stock, or pressed in seats can’t be accommodated due to the casting thickness without hitting water....people spend a lot of $$$$ for salt flats records and such in obscure classes using these sorts of engine and engines of these sorts are sometimes used in gasser classes, where it would seem the cost would be warranted for this type of modification...
My buddies shop just did a dirt late model with these ,, parts are scarce so they used the cam the guy had ,, a little small ,, but it's kicking ass ,, it made 720ftlbs at like 5300 ,, the intake isn't ideal either , it only made around 760 hp peak ,, but he is taking gear out through the night and he still can't just mat the fuel pedal he'll burn the tires off of it ,, that is a low low peak HP for nowadays,, this motor is a cast iron block , internal wet pump ,, he is winning super late races against alum/dry sump motors from big name builders ,, the owner didn't like it that on the Dyno it didn't hit 800 HP ,, a few factors contributing to that ,, the heads were ordered with 2.2 valves and they didn't come from the CNC shop with em ,, but he listened to my friend and using the crazy torque it's making and winning,,,, 421 sbc
Thanks for the video. I have a 1970 351w head for a 302 based ford small block and the minimum CSA is a couple of inches into the port just before the turn into the bowl. After cleaning up the pushrod pinch area, the CSA there is 2.1 sq in. The area in the port just before the bowl turn is 1.63 sq. in. I believe that the head has enough material around the port that I can open up this area to about 1.85 sq. in. Is this worth doing? Thanks
@@WeingartnerRacing The engine is taken to 7200 rpm. Peak HP (430 HP) is at 6500. HP drops off by only 30 HP at 7000. The engine has a 236@.050 solid lifter cam and a Victor Jr intake manifold. Thanks a bunch for your replies!
Thank you for the information. But that sucks, I smoothed out and widened my pinch area on my 440 Mopar. It's pretty mild with about .490 lift and a dual plane intake. It was really ugly around the pinch area so I thought I was making good gains but my goal was low lift, low rpm increases. It still runs pretty good though.
The pinch on mopars is actually a pinch and cannot be opened to much without making holes and will still be a pinch. They have alot of velocity and it can be sacrificed if bowl work and valve job and combustion chamber cleaning are already done. I wouldn't open it by itself
That is a really great head. The only OEM LS casting that might be comparable is the LS7. It does say a lot about the LS heads if this is how far you have to go to significantly outperform a well ported OEM LS casting. Just my $.02
@@WeingartnerRacing They do have flaws and there will always be fanboys that get stuck on one thing or another. Have you done much work with the new LT heads? They seem to struggle keeping port injected fuel in suspension. I think it has a lot to do with the short side radius. Any thoughts on that topic? I have a set for you if you plan on trying different things with them and sharing with everyone eventually.
@@Dane33781 I once ported a ls7 head for a restricted road race class. Trying to increase power I used a radius shaped intake seat as that increased flow. But the dyno wasnt happy. Lost 20hp or so. Moved back to 5 angle job and it was allright again. Says it all about keeping fuel in suspension.
@@Baard2000 If the LTs really are the last mass produced GM v8 before everything is electric, will they even catch on the same way that the LS engines did? Only time will tell but the LT engines could be the best horse drawn carriage ever made right as everyone is moving to automobiles.
Eric you know why people only Port the entrances it’s because they don’t know they exist or won’t invest in a 6 inch cutter your basic porting kit comes with a little 2 inch carbide bit people are lazy and they think opening up the entrances is really gonna do something at least this is what I’ve seen in my experience a bunch
Thanks Eric for all that info but don't you half to have a one off specially ported intake manifold for those heads. I am assuming 13 degree can the intakes be ported that size safely I am only familiar with 23 degree sbc felpro 1206 on the AFR heads
These are the videos i love from you. Tech heavy stuff is where it's at. I really want to see those brodix bd 2000 heads. Maybe one day i can afford them and send them to you.
Very good I've tried to explain that to someone and it was in one ear and out the other and Port velocity just made him catatonic lol. Some people just want to spend money and not want to go fast it seems....,
Ok. So I'm just a stupid electrician, so why not just machine the pinch down into the head about 3 inches and remove the wall in the runners of a smaller intake manifold to keep the flow velocity up. Would this not increase the power and rpm of the engine? Also you could eliminate the use of offset rocker arms which would decrease the $ since you can start with a cheaper head. Kind of like the old Y block Ford heads were done
One reason is you still must increase area over the shortside so the air can make the turn. Depending on the head design that area has to be much larger. This changes the velocity in the port.
@@WeingartnerRacing I guess I should not have use the word pinch to convay my thoughts. Why not remove (machine) the wall between the intake ports on the on the cylinder head about 2 to 3 inches deep. You mentioned about it leaking if you go too thin, just open it up all the way up to the carb base pad. Then the throat would be the restriction. It would only work on a carburetor or a TBI as direct fuel injection couldn't direct the fuel flow anymore. With the push rods now at a staight 90 degrees you won't have side loading of the lifters in the bores and the rollers will sit flat and less flex of the pushrods since the are usually 4 to 5 degrees with high offset rocker arms. BB Chevy do like to destroy lifters since they have all kinds of angle from the lifters to rockers arms. They were pretty much a replace them mid season when we ran them in dirt track racing, because they side load so much
Eric Weingartner, I appreciate the info. I didn't know that the csa under the valve needed to be the same or smaller than prp. But what you're saying does make sense. I know that this has to do with increasing the ramming effect of the air fuel fuel mixture to the cylinder. Thank you very much and keep up the good work.
Circle track guys are only really focussed on the 3 - 500 thousandth flow range, and the road race guys have to live by it. As there's only usually one section of the track where you can hang the throttle wide open in the same gear for any stretch of time.
@@WeingartnerRacing yeah.. because you're always working on good heads. Lol !!... All I can afford is standard port window stuff for Big Block Mopars.. as you know, pathetically undersized runners given the displacement. Especially in the pushrod pinch.
It would be cool to maybe get some ruined heads and cranks etc to make like a single cylinder test bench engine so we can try different combinations and see what works definitively without the other parts of the engine influencing the final result. This is what people like Ferrari, and Formula 1 teams do, before they scale it up into a V12 let's say and they can easily calculate what the pumping losses from the extra cylinders are going to be beforehand with today's software..
Hey Eric, Tim here......not really relevant to this vid....but i also sub to Vizards chanel.....he said he got some SBC head that flows over 400.....its an Utrapro.......HUGE 280/290 cc ports....he did a mold.....he never discusses percentages like you, nor did he say anythin about it bein a MASSIVELY raised runner, which i saw....he's also got Ultrapro's dude Don Lasito With him....just wanna know your take on it all.....YES the port was huge, but i didnt see much venturi in it as well......we need velocity, not just flow #'s....anyhoo, just was wondering what you think about it.......its goin on a 455 cu in small block......he did some work on the chamber to help the exhaust to escape....but didnt elude his valve angles, or ANY of the math involved.....altho i DEEPLY respect the man, as i have read ALOT of his books, and so forth.....again, just wondering what u think.....its episode 62, part 2.....just tossin it out there....PEACE my brother.....btw, i watched this (your) vid the other day when it came out, just needed a way to get this off my chest...
I really tried watching but it is hard to do. Funny enough these -13 have flowed 422cfm before. I have a Rons GB2300 head here that is like the all pro that flowed 447cfm
@@WeingartnerRacing thanks for your take, thats what i was after.....yeas, he did say they shud flow 440 or so.....what about any venturi action......will that port have good velocity??....looks like u'd need lots of stroke/compression to make it work......flow is nice....velocity is important also....THANKS Eric for responding......PEACE
@@WeingartnerRacing perhaps you should do a set of junk heads to show what they are capable of. I know I Do Cars on youtube, just had a 6.1 engine that was exploded. All it would take is one head to mess around with.
I know you mainly do NA stuff but does this same principle apply in forced induction applications? Or does the velocity lost get corrected by the power adder?
I was thinking the same thing. I think it depends on the starting point. The ‘stock’ cross sectional area on that bad boy aftermarket head is huge already, compared to some heads with tiny cross sections and guys using them on stroker builds. There must be a point where the small cross sectional area is choking the engine. Obviously the example in this video is not one of those situations.
I just did some measuring on my small block Mopar aftermarket aluminum head. Push rod pitch dimensions 0.90” wide x 2.070” tall = 1.863 pushrod pinch area. The pushrod pinch area on the head in this example is 2.92. That’s over 57% bigger.
No. I have never ported a set. A long time ago someone sent one for me to do. I bought fixtures to flow it and then they backed out. I have not seen or wanted to see a set since.
Good stuff as always, been subed for a few months now. Question 4 U- Mild app- SBC 350, 500 *Lobe* Lift, Spinning about 6000 RPM, Pocket Ported, World Products SR Torquer heads 202/ 160 Valve,- Performer RPM manifold. After heads were ported noticed the porter didn't match the heads to the intake. The RPM intake port was FelPro 1205 but the heads runner opening seemed considerably smaller and I thought the intake flow bouncing off the head opening wasn't a good situation so I had him match it. Was that going to be a considerable restriction and could I have lost velocity/ Torque by having the head opened up to match the stock port size on the RPM manifold? Thanks much for your time and information.
Watching Mr Weingartner's videos educate me and keep me humble at the same time. They show me that I have a lot left to learn, and simultaneously keep me hungry for knowledge. Thanks for sharing your knowledge with us mere mortals Eric, you're the man!!!
Glad you put the caveat in at the 21 min mark.
If the csa is limited, hog out the pinch 👍🏻
Did I?
@@WeingartnerRacing Ok, replace "hog out" with "intelligently modify"
Love the knowledge you present
Thanks keep watching.
Good info for all walks of gearheads. I appreciate the time you take to explain what you have going on. I'm gonna be working on a set of 128 L98 heads for a sbc 339 stroker . Even though mine are worlds apart from what you have, the info still applies. Thanks.
Thanks for watching.
Are you going to make a video about it??
@@laa0fa502 are you asking me?
@@SquarebodyStuff I am indeed. If so I'll keep my eyes on your channel
Your videos have been absolutely invaluable to me. Always appreciate the knowledge.
Thanks for watching.
With the actual Running engine Port experiencing strong Start--Stop Reverse Bounce Dynamic air characteristics, Does Running engine Port Flow actually Reverse & Flow Both directions ?? ......Also, does the usual Constant pressure Unidirectional airflow Bench results Usually Agree with Actual dyno run data Results ? .....I Always Thought the port "Pinch Area" was definitely the Most dynamicly Restrictive Cfm Affecting factor !! ...Big Thx for showing how reasonable "Eyeball" Logical reasoning (and all the Useless work effort) can be so Wrong !!
may not gain cfm but if the pinch is to small it might show more improvement at the track than the cfm would show
rather have not quite enough than too much
Hi Eric, How about a video reviewing ideal seat shapes for street performance heads. I've had other head shops tell me seat angles like 55 deg etc are good but have very short life spans on the street, maybe thats rubbish?. Then there's radius cuts, 4,5,6 angle cuts, different tulip shapes for exhaust valves, super narrow intake seat widths. So many variables.....
Maybe but its hard because so many heads take a different valve job.
For a complete beginner here.....can you make a video on how to match the intake ports as far as alignment once everything is torqued? I get gasket matching...but unless my eyes deceive me when I tighten down everything they aren't perfectly aligned...and I assume the goal would be to have perfect alignment if you're going through the trouble of getting the sections perfectly sized
CSA is just a number. Port shape is much more important. Actually large CSA slows the flow down, and if the port has vortex spots, there's nothing going into the cylinder until 8K rpm.
It depends of the port. It takes energy to speed up the airflow and if the pinch is actually a restriction, the point in the port with a higher than average velocity, you will probably gain flow and power with little down side.
These heads that have a pushrod pinch thats already 95% the size of the bowl there just isn't much left to gain. Even under 400 lift the valve is more of a restriction than the pinch.
@@timothybayliss6680 exactly.. minimal gains showed here because the CSA was already sufficient.
Everything is important and they all go together. CFM, Size, Shape, and Velocity.
Cost vs return, the SBC can’t touch an LS. Sure you can spend exponentially more money to get a SBC to run with or even beat an LS. But at what cost because you are afraid of change?
$500 set of LS3 heads vs what ever it cost to get a SBC head to flow the same… Cost vs return 👍
LS is only cheaper if are getting junkyard stuff. The minute you switch to aftermarket it is more. Look at almost any crate engine company that sells sbc and LS. The SBC is cheaper and at the same price as the LS they make the same or more power.
@@WeingartnerRacing you’re right there, however I haven’t seen many junkyard small block chevys make 1200 hp either, I have a 4000 dollar 6.0 ls that makes about the same power as my 8500 dollar 383 NA and they will both hold about the same amount of power under boost, but can spend a fortune on both as you said
GREAT VIDEO ERIC,SHOW US THE NEXT STAGES AS WELL, PORTING, NEW VALVE JOB, FINISHED PORTS AND FLOWS..AND GIVE US A LITTLE MORE INFO OF MOTOR,CUBES,COMP,CAM...JUST TO ASK,HOW COME YOU DON'T GET HEAD FROM BRODIX CNC PORTED, BUT SEATS NOT CUT, WOULDN'T THAT GIVE YOU MORE MEAT ON SEAT INSERTS AFTER YOU DO YOUR NEW SEAT JOB ??.. THANKS..KEEP WELL
I have them cut the initial valve job to a much smaller valve than I will run because it saves me time. When I cut brand new seats on my machine it takes awhile. I really need a larger seat and guide machine.
Top video Eric ! Now I would like to see the Manifold that will match these heads!🤔🙏
I will do a video of it when I get to that point.
It depends on the head you modify. Those ports look good already
Sbc, hell ya buddy. Beatin up on an ls guy with a huge ego is the best
Man you did an Excellent job explaining!
Why do people not run a larger valve with another angle cut on it in a more street oriented engine? I get what your saying about the increased weight, but if you could afford titanium, it would seem this would be a huge advantage, in increasing the low lift flow numbers, with no weight penalty vs a correctly sized lightweight steel valve???
I’m asking this because there are a a lot of older vintage type engines that physically can’t fit an intake valve much larger than stock, or pressed in seats can’t be accommodated due to the casting thickness without hitting water....people spend a lot of $$$$ for salt flats records and such in obscure classes using these sorts of engine and engines of these sorts are sometimes used in gasser classes, where it would seem the cost would be warranted for this type of modification...
Some people do it. I didn't invent this. Usually I don't need it because I need a larger throat and that is based off of the valve.
Is there a situation, in your viewpoint, you’d think this is a useful modification?
Maybe but just not as extreme as this.
My buddies shop just did a dirt late model with these ,, parts are scarce so they used the cam the guy had ,, a little small ,, but it's kicking ass ,, it made 720ftlbs at like 5300 ,, the intake isn't ideal either , it only made around 760 hp peak ,, but he is taking gear out through the night and he still can't just mat the fuel pedal he'll burn the tires off of it ,, that is a low low peak HP for nowadays,, this motor is a cast iron block , internal wet pump ,, he is winning super late races against alum/dry sump motors from big name builders ,, the owner didn't like it that on the Dyno it didn't hit 800 HP ,, a few factors contributing to that ,, the heads were ordered with 2.2 valves and they didn't come from the CNC shop with em ,, but he listened to my friend and using the crazy torque it's making and winning,,,, 421 sbc
They are very good heads.
It depends on the head you modify. Those ports look good already
Thanks for the video. I have a 1970 351w head for a 302 based ford small block and the minimum CSA is a couple of inches into the port just before the turn into the bowl.
After cleaning up the pushrod pinch area, the CSA there is 2.1 sq in. The area in the port just before the bowl turn is 1.63 sq. in. I believe that the head has enough material around the port that I can open up this area to about 1.85 sq. in. Is this worth doing? Thanks
It depends on the rpm.
@@WeingartnerRacing The engine is taken to 7200 rpm. Peak HP (430 HP) is at 6500. HP drops off by only 30 HP at 7000. The engine has a 236@.050 solid lifter cam and a Victor Jr intake manifold. Thanks a bunch for your replies!
Very nice heads Eric.
Thanks for your explanation.
I do agree with not removing all the pinch.
Take care, Ed.
Thanks for watching. Keep watching so I can get a dyno in the year 2050.
@@WeingartnerRacing Wow. I'd be reeeeeaaaaly old.
Thank you for the information. But that sucks, I smoothed out and widened my pinch area on my 440 Mopar. It's pretty mild with about .490 lift and a dual plane intake. It was really ugly around the pinch area so I thought I was making good gains but my goal was low lift, low rpm increases. It still runs pretty good though.
The pinch on mopars is actually a pinch and cannot be opened to much without making holes and will still be a pinch. They have alot of velocity and it can be sacrificed if bowl work and valve job and combustion chamber cleaning are already done. I wouldn't open it by itself
That is a really great head. The only OEM LS casting that might be comparable is the LS7. It does say a lot about the LS heads if this is how far you have to go to significantly outperform a well ported OEM LS casting. Just my $.02
LS engines are good but they have flaws like all engines. I just hate LS fanboys.
@@WeingartnerRacing They do have flaws and there will always be fanboys that get stuck on one thing or another. Have you done much work with the new LT heads? They seem to struggle keeping port injected fuel in suspension. I think it has a lot to do with the short side radius. Any thoughts on that topic? I have a set for you if you plan on trying different things with them and sharing with everyone eventually.
@@Dane33781 I have a junk LT head here. I just haven't had time to mess with it.
@@Dane33781 I once ported a ls7 head for a restricted road race class. Trying to increase power I used a radius shaped intake seat as that increased flow. But the dyno wasnt happy. Lost 20hp or so. Moved back to 5 angle job and it was allright again. Says it all about keeping fuel in suspension.
@@Baard2000 If the LTs really are the last mass produced GM v8 before everything is electric, will they even catch on the same way that the LS engines did? Only time will tell but the LT engines could be the best horse drawn carriage ever made right as everyone is moving to automobiles.
Eric your videos are bad-ass bad-ass and very very informative thank you much👍✌️
Glad you like them.
It would be neat to see if the results are similar with a stock factory head where the pinch point is shaped a lot worse.
Maybe some day I will do that.
Great video, have you experience with the Cadillac 472 heads please?
I have some here to work on.
@@WeingartnerRacing excellent I’ll keep my eyes open for this!!
Eric you know why people only Port the entrances it’s because they don’t know they exist or won’t invest in a 6 inch cutter your basic porting kit comes with a little 2 inch carbide bit people are lazy and they think opening up the entrances is really gonna do something at least this is what I’ve seen in my experience a bunch
That could be it but it could be they are afraid to nick the valve job or they read it in a famous persons book.
Thanks Eric for all that info but don't you half to have a one off specially ported intake manifold for those heads. I am assuming 13 degree can the intakes be ported that size safely I am only familiar with 23 degree sbc felpro 1206 on the AFR heads
"have"
It does take a special manifold that brodix sells that is only slightly more expensive than the 23degree one.
These are the videos i love from you. Tech heavy stuff is where it's at. I really want to see those brodix bd 2000 heads. Maybe one day i can afford them and send them to you.
If they ever come in the shop I will do that.
Very good I've tried to explain that to someone and it was in one ear and out the other and Port velocity just made him catatonic lol. Some people just want to spend money and not want to go fast it seems....,
Its very common.
Would making it to large benefit boosted cars
No but boost can make up for an overly large port.
I had a set of old Canfield heads that someone had epoxies copper tubes in there
Canfields were not bad heads. I had a set once.
Ok. So I'm just a stupid electrician, so why not just machine the pinch down into the head about 3 inches and remove the wall in the runners of a smaller intake manifold to keep the flow velocity up. Would this not increase the power and rpm
of the engine? Also you could eliminate the use of offset rocker arms which would decrease the $ since you can start with a cheaper head. Kind of like the old Y block Ford heads were done
One reason is you still must increase area over the shortside so the air can make the turn. Depending on the head design that area has to be much larger. This changes the velocity in the port.
@@WeingartnerRacing I guess I should not have use the word pinch to convay my thoughts. Why not remove (machine) the wall between the intake ports on the on the cylinder head about 2 to 3 inches deep. You mentioned about it leaking if you go too thin, just open it up all the way up to the carb base pad. Then the throat would be the restriction. It would only work on a carburetor or a TBI as direct fuel injection couldn't direct the fuel flow anymore. With the push rods now at a staight 90 degrees you won't have side loading of the lifters in the bores and the rollers will sit flat and less flex of the pushrods since the are usually 4 to 5 degrees with high offset rocker arms. BB Chevy do like to destroy lifters since they have all kinds of angle from the lifters to rockers arms. They were pretty much a replace them mid season when we ran them in dirt track racing, because they side load so much
several people have done that and killed velocity and made it a turd.
Eric Weingartner, I appreciate the info. I didn't know that the csa under the valve needed to be the same or smaller than prp. But what you're saying does make sense. I know that this has to do with increasing the ramming effect of the air fuel fuel mixture to the cylinder. Thank you very much and keep up the good work.
Thanks for watching
This is good to know. Thanks for sharing.
Thanks for watching.
Eric could those of us that need low lift flow at lesser rpm use a valve done like that effectively ??
That's what i was thinking!
You could except then you have a valve with a larger head that weighs more. In some cases it’s to close to the exhaust valve.
@@WeingartnerRacing all good i got plenty of room and not alot of lift . Thank you for responding . This is awesome news !!!
Thank you for all you do.. much appreciated.. 👍🏼
Thankyou keep watching maybe some day I can get a dyno.
MBE Has Heads that have valves with two Back cuts on them it’s pretty wild
Usually on 55degree valve jobs my intake valve has two back cuts.
Circle track guys are only really focussed on the 3 - 500 thousandth flow range, and the road race guys have to live by it. As there's only usually one section of the track where you can hang the throttle wide open in the same gear for any stretch of time.
This has not been my experience with several circle track engines with the exception of the .480lift rule classes.
Not a chance chucky way more RPM circle jerk guys I'm one of them👍
These weren't huge gains because the CSA at the pinch wasn't that far off in the first place.
I usually don’t see big gains in just opening the pushrod pinch.
@@WeingartnerRacing yeah.. because you're always working on good heads. Lol !!... All I can afford is standard port window stuff for Big Block Mopars.. as you know, pathetically undersized runners given the displacement. Especially in the pushrod pinch.
@@Torquemonster440 I work on plenty of junk too.
@@WeingartnerRacing Speaking of junk, those SBF heads look like Speedmaster's. You're a brave man Eric, a lot of guys won't touch those!
Sometimes I do stupid things.
It would be cool to maybe get some ruined heads and cranks etc to make like a single cylinder test bench engine so we can try different combinations and see what works definitively without the other parts of the engine influencing the final result. This is what people like Ferrari, and Formula 1 teams do, before they scale it up into a V12 let's say and they can easily calculate what the pumping losses from the extra cylinders are going to be beforehand with today's software..
If I had the budget and time.
Hey Eric,
Tim here......not really relevant to this vid....but i also sub to Vizards chanel.....he said he got some SBC head that flows over 400.....its an Utrapro.......HUGE 280/290 cc ports....he did a mold.....he never discusses percentages like you, nor did he say anythin about it bein a MASSIVELY raised runner, which i saw....he's also got Ultrapro's dude Don Lasito With him....just wanna know your take on it all.....YES the port was huge, but i didnt see much venturi in it as well......we need velocity, not just flow #'s....anyhoo, just was wondering what you think about it.......its goin on a 455 cu in small block......he did some work on the chamber to help the exhaust to escape....but didnt elude his valve angles, or ANY of the math involved.....altho i DEEPLY respect the man, as i have read ALOT of his books, and so forth.....again, just wondering what u think.....its episode 62, part 2.....just tossin it out there....PEACE my brother.....btw, i watched this (your) vid the other day when it came out, just needed a way to get this off my chest...
I really tried watching but it is hard to do. Funny enough these -13 have flowed 422cfm before. I have a Rons GB2300 head here that is like the all pro that flowed 447cfm
@@WeingartnerRacing thanks for your take, thats what i was after.....yeas, he did say they shud flow 440 or so.....what about any venturi action......will that port have good velocity??....looks like u'd need lots of stroke/compression to make it work......flow is nice....velocity is important also....THANKS Eric for responding......PEACE
Awesome video, loved the technical details. Keep up the good work
Thanks keep watching.
Eric, have you done much work with Gen3 hemi heads? They look insane when it comes to flow numbers especially the 0.400
I bought fixtures to flow that head because people were going to send heads for me to do. It still hasn't happened.
@@WeingartnerRacing perhaps you should do a set of junk heads to show what they are capable of. I know I Do Cars on youtube, just had a 6.1 engine that was exploded. All it would take is one head to mess around with.
Im sure I will get one its just a matter of time.
Helgesen E tool is great to measure that thickness
I know you mainly do NA stuff but does this same principle apply in forced induction applications? Or does the velocity lost get corrected by the power adder?
Yes. If a head works better na it also works better with boost.
Why do the ls3 heads have such a large prp and run good at such low rpms? Any idea of what those CSAs are on those ls3s?
Variable cam timing helps a lot. I can measure the CSA on a couple of sets this weekend.
@@WeingartnerRacing thanks. I also would like to see you describe where to properly measure the PRP.
About t the only head I would disagree with you on is a stock small block mopar. You literally almost can't open them enough. "Well almost anyway"
I was thinking the same thing. I think it depends on the starting point. The ‘stock’ cross sectional area on that bad boy aftermarket head is huge already, compared to some heads with tiny cross sections and guys using them on stroker builds. There must be a point where the small cross sectional area is choking the engine. Obviously the example in this video is not one of those situations.
I just did some measuring on my small block Mopar aftermarket aluminum head. Push rod pitch dimensions 0.90” wide x 2.070” tall = 1.863 pushrod pinch area. The pushrod pinch area on the head in this example is 2.92. That’s over 57% bigger.
@@chrisw5837 exactly... these heads showed little gain because the port CSA at the pinch was very close to sufficient.
440 mopar gets screwed in the pinch area.
Hello, do you have any porting tips and flow numbers for stock and ported ford pi 01 4.6 2v heads?
No. I have never ported a set. A long time ago someone sent one for me to do. I bought fixtures to flow it and then they backed out. I have not seen or wanted to see a set since.
Good stuff as always, been subed for a few months now. Question 4 U-
Mild app- SBC 350, 500 *Lobe* Lift, Spinning about 6000 RPM, Pocket Ported, World Products SR Torquer heads 202/ 160 Valve,- Performer RPM manifold.
After heads were ported noticed the porter didn't match the heads to the intake. The RPM intake port was FelPro 1205 but the heads runner opening seemed considerably smaller and I thought the intake flow bouncing off the head opening wasn't a good situation so I had him match it.
Was that going to be a considerable restriction and could I have lost velocity/ Torque by having the head opened up to match the stock port size on the RPM manifold?
Thanks much for your time and information.
Any lip or edge in your port is going to cause turbulence and lose flow
@@turkeyboyjh1 That's pretty much my thought too. I assumed hitting that lip was going to not only lose flow but velocity at the same time.
Its not Ideal. I would have opened it to a 1205. Not because of velocity but because it messes up the way enters the head if the intake is bigger.
Not saying that it won’t run decent but it’s always better the match all the gaskets
Great video Eric! Thank you!
Thanks for watching.
Whos book should we not read ?
If you know you know.
@@WeingartnerRacingvizard lol
I watch because I love NA power; however, I'll admit, I get pissed at boost. In the back of my mind I know it always solves the problems...
If the head increases power na it also increases power with boost.
@@WeingartnerRacing Absolutely, but I've got guys that say, "how much is a valve job?" I'll just throw a little more boost to it. Lol...
Me too all the time.
Where did you get your valve actuator / Indicator attachment ?
It came with the calspec valve opener.
@@WeingartnerRacing Thanks I will try to find where to buy.
Watching Mr Weingartner's videos educate me and keep me humble at the same time. They show me that I have a lot left to learn, and simultaneously keep me hungry for knowledge. Thanks for sharing your knowledge with us mere mortals Eric, you're the man!!!
Thanks for watching.
@@WeingartnerRacing Yes sir, thanks for sharing your knowledge with us Mr W!!!
@@WeingartnerRacing General rule of thumb or formula you like to use for calculating the csa of the pinch?
st/strip sbc
That's a badass Lemon's Headers mug btw!!
For $1800 it is.