Having a collection of sliced up heads is worth its weight in gold! As a teenager I was porting factory iron heads and the motto I stuck to was MINIMAL GRINDING! I wasn't flow testing ( really didn't know much ) so I scribed slightly smaller than gaskets, trusted my machinist for the valve job, then lightly blended what was left. I was not going to ruin some dudes heads by trying to make awesome looking huge ports. I saw several sets of good heads ruined by others who would grind with the mindset, "bigger is better".
There is a lot of very good information here for the do it yourselfer regarding any oem cast iron head, thank you for the detail and various modifications. Love your sense of humor, " if you want to see your soul leave your body"!
If you can, you need to find a shop (or guy) that restores and can weld old cast iron tractor engines or cast iron valves and stuff like that. I was porting a set of 62 Pontiac heads for my drag race GTO back in the 80's and hit water. I found this guy in Orlando that welded cast iron and brought the head I was working on for him to look at. He said fixing them would be no problem and fixing holes would be "cheaper by the dozen, make as many as you want". I ended up with 4 holes in one head and 3 in the other. He preheated them to a dull red, welded them with some kind of welder I'd never seen before and left extra material so I could touch them up without making a hole again. I asked him if the deck was still flat and he said it probably was but then offered to drag them over this big horizontal grinding disc to make sure they were flat, so I told him to go ahead, and I never checked them for flattness (being a young and broke racer). That stock bore and stroke 455, 3400lb GTO ran 10.40's at 128mph in the 1/4 for 4 seasons, racing every weekend and going several rounds each outing. In a day when the only performance Pontiac parts were a Torquer intake, mechanical cam and forged flat top pistons. And never turned the engine over 6200rpms. Man was that a lot of work and fun.
Quite interesting. Thanks for posting something about the cast iron small block Chevy. I love the GEN 1 engines. From when I started with messing about, porting has really changed because the theory back then for the average guy was to just make em big. The 1.94 and the exhaust flows are worth the effort. Much appreciated.
@ Eric explained that perfectly when he used the smaller valve 9/10 people are always wanting to move their heads up to 2.02 me included in the old days but now i know differently. I’ve moved on to aluminum but I still like to learn.
I like the idea of dropping to the 1.90 with 8 mm stems, but have to think the valve sinks down in quite a bit. I think you could only do that on a really good set with no previous valve jobs on them (good luck finding that). Everyone that I know that went to 202s on the 461 castings ended up cracking. At most I would go up to a 2.00 valve on an old head just to get a little more life out of them. Machining and putting new seats in has been a disaster for most on those heads. The local machine shop won't even try any more because they are tired of getting blamed for ruining heads by putting seats in them.
@ A few years ago I bought a 406 that had the 461x heads 2.05/1.65 with hardened ex seats, guide plates and screw in studs he had been drag racing a 69 Camaro for years with no head issues. I decided to do some trading with a machinist for a freshen up so I bought new bronze inserts to replace the old bronze inserts and it’s been 7 years and I haven’t ever gotten them back. He claims he still has them but won’t reply to messages to say I’m aggravated is an understatement. It’s not the money they’re worth i know it’s not much it’s the principle someone has something that belongs to me and won’t return.
My 492's with 2.02/1.6 were also 66 cc's, my 291's with 1.94/1.5 were 64 cc's just like the heads in this video, even though they share the chamber design of the 492, thank you so much for these flow numbers!
Back in the late 70s I built circle track engines with 461 and 462 heads. One year they had a flat top piston rule no compression rule just flat top piston. So I had a set of 461 angle milled to I think 56cc chambers. Stock runners no porting allowed. I still have that set of heads.
As a young man back in the early 90's, I built my first SBC swapped S10. Not knowing anything, I decided to just 'Edelbrock' it with a Performer Cam, Performer Intake, as it was a basic ring/bearing/valve lap rebuild. Once I realized that I was driving an engine with Toilet Bowls for Cylinder Head Chambers, I was quick the upcoming winter to snag a beautiful pair of 461's that were going to be the end to my low compression blues...... until I went on to put them on the engine, with my Dad asking me "How do you plan to mount your alternator without accessory holes" ? ......and that was the end of my 461 dreams. The eventual cure ended up being a pair of small chamber 305 HO heads (L69, Monte Carlo/5spd Camaro). I was happy...and broke. Being young has it's up and downsides.
Dude...that would be awesome because everyone that's anyone is familiar with those heads and there's so many different opinions and experiences it would get extremely interesting.
I am sure that 99% of engines that would be running either of those heads will have cams with .500" lift or less. So any stats above 500 is moot, beyond than just for seeing numbers. I am currently porting a set of 461's!
I think you are right. I ran a Crane HMV 278-2 hyd flat tappet with 1.6 rockers with those heads, but milled down to 54cc chambers, 11.4:1 comp with flat tops. That gave me .495 int and .529 exh lift on a 355. Made 425 hp at 6800, valve float at 7200rpm. Don't remember the torque numbers, but power came on hard at 2400 rpm.
Great video! Especially for a guy that's sitting on 2 sets of 461X heads, wondering the best use for them! Given the improvements you made on the 461 heads with a relatively "light touch" because of the concerns about water, I think it would be really interesting to see what improvements could be made to the Trick Flow DHC 175 heads with a similar "light touch" treatment. The DHC 175 heads are really interesting to guys like me who aren't going racing, but want performance improvements over stock while maintaining the double hump look.
Age 52 , one of my most prized mechanical possessions is a set of my dads 461x 65 year big valve heads that I ported , polished & cc’d they have been on 3 engines 327, then real ce LT1 service block , lastly 355 went 10.80 @ 122 after no freshen up & 7 years on same motor in imca mod. Next life on a 292 sbc in gasser 53 coupe
The 461 casting was also used on the L 79 327/350 HP engine. They featured 2.02/1.60 valves but retained the press in rocker studs and cast in "pushrod guides" since these engines featured a hydraulic camshaft. They were also machined in the chambers to unshroud the intake valves, which GM did on all 2.02 iron head.
All the people saying the downside to the older heads was they didn't have accessory holes...hogwash. Of course this is for a setup without a/c. I was not going to run the SWP setup with the alt way out in no mans land on the drivers side, so I did what I did and mounted my brackets and alternator and drilled a hole into the head and used a spacer between the lower alt bracket and the head. Put some thread sealant on the lower bolt and your set. Problem solved. I used the ribbed belt pulleys from a mid 80's truck I think. Ran a set up like this for many years with no alignment problems at all.
Nice work on those 461s. Although you don't port cast iron heads, all I port is stock chevy cast iron heads. Your exhaust port looks very similar to the work I do. Would love to know what angle you have into the bowl on both the intake and exhaust, be especially the intake. I do not think I cut mine that steep. Have to go out and see what Goodsen cutter I had the machine shop use on my last set. However, I end up spending a lot more time opening up the throat by hand and I am probably not as consistent as a valve job cutter. I am always afraid of cutting too steep because of the water jacket.
Had a set of Crane fireball II heads once. They were pretty neat nostalgic piece, 292 casting, angle plug, 2.02 1.6. I have been told they were equivalent to the Dart II or Sportsman II heads World makes in flow and power ability.
A lot of double humps have died at the hands of aggressive porters, lol. There's water under the outside spring pockets if you cut too deep for 1.5 springs.
Man Always learn something from u Eric, i have a few sets of heads that i got for super Cheap . One set of 461, with 202 values , for $100 then a old set of patriot freedom heads 202 for $250 , But I want 500hp or more if possible Na , But I been really looking at the Promax 225 heads with 205/ 208 values . I know with those I could be in the 500hp range + Thanks for all the information Eric
Dam it seems like you picked the worst camel hump or double hump head to port because of water and not much material pretty cool gains man since you said the 292 have less water or no water would that be the best casting head to port I would assume or a question lol. But nice work like usual. I have seen way to many double humps where they just open the pushrod pintch to super think I go come on guys that's not how you make flow and I know 1 guy who tried to screw with me it was about 6 years ago I worked my first machine shop this was another guy before my current guy but he tried to convince me that oh yeah it won't hurt anything it won't make a difference 1 head was ported stupid and other head was milled think I go this is crap and yeah that guy at the old machine shop from 6 years ago didn't really care about my racing and just gave me bs. But watching your channel now 3 years I think at most I watched i have learned a lot for sure
First of all Eric, happy new year! Second, was it a 3 angles valve job on every cylinders you flowed? What about 5 angles (if possible, of course, and if it wasn't already 5 angles)? It's just that Cutter's Performance found that Vortec heads flow more with a 5 angles valve job, so I was wondering if the same is true on 461's and 492's. Also, how big could you increase the exhaust valve diameter on the 461 head? 1.625, 1.65, 1.675, 1.70? If exhaust flows so good, why not maximize it? Could the exhaust flow as much as, or equally as the intake, and would it be good or bad on the dyno? Thanks.
Thank you for another great video! Happy New Year. I would love to see a similar comparison including the 186xxxx casting. Maybe you can port my pair 😛
Hey Eric I was wondering if you could sonic test that area between the ports to find the remaining thickness. It may not be 100% accurate but you’d be close.
Hey Eric Happy New Year! I see AFR has another new "As Cast" sbc 200cc cylinder head casting out now... Any thoughts on it over the 195cc Enforcer heads?
So Eric with the relative increase in exhaust flow how would that effect your timing of valve events, can overlap etc considering reversion and in line wedge layout, duration exhaust compared to intake?😊
Wow decent results from both but that 461 with smaller valves is interesting. On engine i think it will be close, compression beats flow unless its substantial but that exhaust increase is impressive.
Super cool comparison. I have a set of 2.02 160 492s. I pretty much ruined 1 as a kid though over porting it not knowing better. I head is still good. Back in the 90s turbo heads were super popular on dirt track cars. I have seen some that flow close to 300 cfm but had some epoxy.
Any chance you can get ahold of a set of Hammerhead hemi style heads for SBF(or LS) and see what their max potential is? The company states the ports can go up to 472i / 320e CFM.
Does companies that have CNC equipment even do cast iron? I know there’s probably a lot of CNC programs available from way back is it the same deal breaker for those companies that there’s no money to be made from doing cast?
Yes porting cast iron set of sb turbo angle plu heads and got last exhaust port leak still have them sitting under bench and bad part they were new castings with all work about done
Back in the day it was the 462 with 1.94 valve, than the 492, than the 292 and 041 heads. What I have been told how old school racers got them to work back then was to add a cam with more intake duration to fill the chamber as must as possible and I guess it worked cause back then there was some fast hotrods for what they had back in the 1960's thru 1980's. Bill grumpy Jenkins built 331cid SBC with old school parts and made 700-800 HP... So I guess it's all about the proper machine work and combo of parts.
Lol. Ported cast iron usually like crap. I like the challenge of missing water. I think honeslt around .350 lift is the begining of the overlap between valve shrouding and port shape.
I don't think you get the point of the exercise here. It's about seeing what the old heads can do compared to the new stuff. For us old guys, you know. :)
Eric, as someone who has worked in Customer Service a few decades, you should partner with a local co that DOES port iron heads. Never turn customers away. Having partners helps business.
This. Refusing an entire customer because you just don't like porting iron heads is just a terrible business strategy. Especially considering your entire business is centered around porting.
@ericuncapher9922 That's not why he doesn't do it. He doesn't do it because porting iron heads is messy. If you don't want to do it yourself, you either partner with someone who does, or you hire someone who does. Imagine the sheer amount of money this guy has turned away from his door simply because iron gives him the icks.
Whenever I watch head porting vid the thing that always sticks in my mind is the time factor in the metric that is used. Cubic Feet per MINUTE!!!! 20 cubic feet per MINUTE gain. . How about something more meaningful to ICE operating speeds . A second instead of a minute? . .333 CFS gain. 4.333 CF gain in a 13 second 1/4 mile.
Loosing big money not doing cast its a product people want . even if you had someone else port you can flow them after and have them fix anything wrong
Having a collection of sliced up heads is worth its weight in gold! As a teenager I was porting factory iron heads and the motto I stuck to was MINIMAL GRINDING! I wasn't flow testing ( really didn't know much ) so I scribed slightly smaller than gaskets, trusted my machinist for the valve job, then lightly blended what was left. I was not going to ruin some dudes heads by trying to make awesome looking huge ports. I saw several sets of good heads ruined by others who would grind with the mindset, "bigger is better".
Uh, just clean off the obvious casting “lumps” and clean things up? (Have done this with bike heads and cylinders.)
There is a lot of very good information here for the do it yourselfer regarding any oem cast iron head, thank you for the detail and various modifications. Love your sense of humor, " if you want to see your soul leave your body"!
Great video Eric, nice comparisons between the heads and different operations.
Thanks for sharing.
Happy New Year.
If you can, you need to find a shop (or guy) that restores and can weld old cast iron tractor engines or cast iron valves and stuff like that. I was porting a set of 62 Pontiac heads for my drag race GTO back in the 80's and hit water. I found this guy in Orlando that welded cast iron and brought the head I was working on for him to look at. He said fixing them would be no problem and fixing holes would be "cheaper by the dozen, make as many as you want". I ended up with 4 holes in one head and 3 in the other. He preheated them to a dull red, welded them with some kind of welder I'd never seen before and left extra material so I could touch them up without making a hole again. I asked him if the deck was still flat and he said it probably was but then offered to drag them over this big horizontal grinding disc to make sure they were flat, so I told him to go ahead, and I never checked them for flattness (being a young and broke racer). That stock bore and stroke 455, 3400lb GTO ran 10.40's at 128mph in the 1/4 for 4 seasons, racing every weekend and going several rounds each outing. In a day when the only performance Pontiac parts were a Torquer intake, mechanical cam and forged flat top pistons. And never turned the engine over 6200rpms. Man was that a lot of work and fun.
old farmer guys know how to get it done
Quite interesting. Thanks for posting something about the cast iron small block Chevy. I love the GEN 1 engines. From when I started with messing about, porting has really changed because the theory back then for the average guy was to just make em big. The 1.94 and the exhaust flows are worth the effort. Much appreciated.
I ported some 461's and got 216 cfm at .400 and 224 cfm at .500. I was pretty happy with that considering I am not a professional.
Interesting video thanks for sharing it. I believe D Vizard said long ago just leave the 1.94 in those heads.
Has everything to do with chamber shrouding
@ Eric explained that perfectly when he used the smaller valve 9/10 people are always wanting to move their heads up to 2.02 me included in the old days but now i know differently. I’ve moved on to aluminum but I still like to learn.
I like the idea of dropping to the 1.90 with 8 mm stems, but have to think the valve sinks down in quite a bit. I think you could only do that on a really good set with no previous valve jobs on them (good luck finding that). Everyone that I know that went to 202s on the 461 castings ended up cracking. At most I would go up to a 2.00 valve on an old head just to get a little more life out of them. Machining and putting new seats in has been a disaster for most on those heads. The local machine shop won't even try any more because they are tired of getting blamed for ruining heads by putting seats in them.
@ A few years ago I bought a 406 that had the 461x heads 2.05/1.65 with hardened ex seats, guide plates and screw in studs he had been drag racing a 69 Camaro for years with no head issues. I decided to do some trading with a machinist for a freshen up so I bought new bronze inserts to replace the old bronze inserts and it’s been 7 years and I haven’t ever gotten them back. He claims he still has them but won’t reply to messages to say I’m aggravated is an understatement. It’s not the money they’re worth i know it’s not much it’s the principle someone has something that belongs to me and won’t return.
My 492's with 2.02/1.6 were also 66 cc's, my 291's with 1.94/1.5 were 64 cc's just like the heads in this video, even though they share the chamber design of the 492, thank you so much for these flow numbers!
Makes the Vortec heads look very appealing!
Good video! Lose your soul! Been there. Love the fuelie cutaways. Those little exhaust ports clean up sweet. Thanks
Yup! Been there don that!
Back in the late 70s I built circle track engines with 461 and 462 heads. One year they had a flat top piston rule no compression rule just flat top piston. So I had a set of 461 angle milled to I think 56cc chambers. Stock runners no porting allowed. I still have that set of heads.
As a young man back in the early 90's, I built my first SBC swapped S10. Not knowing anything, I decided to just 'Edelbrock' it with a Performer Cam, Performer Intake, as it was a basic ring/bearing/valve lap rebuild. Once I realized that I was driving an engine with Toilet Bowls for Cylinder Head Chambers, I was quick the upcoming winter to snag a beautiful pair of 461's that were going to be the end to my low compression blues...... until I went on to put them on the engine, with my Dad asking me "How do you plan to mount your alternator without accessory holes" ? ......and that was the end of my 461 dreams. The eventual cure ended up being a pair of small chamber 305 HO heads (L69, Monte Carlo/5spd Camaro). I was happy...and broke. Being young has it's up and downsides.
Hope you and loved one's had a great start to the New Year, thanks for sharing, all the best to you and your loved ones
Would love to see you do a double hump head Dyno challenge. 383 with same cam and intake for everyone. See who can send in best set of DH.
Dude...that would be awesome because everyone that's anyone is familiar with those heads and there's so many different opinions and experiences it would get extremely interesting.
@@brandonwatts208 Yep. That’s what I was thinking.
That I may consider.
I am sure that 99% of engines that would be running either of those heads will have cams with .500" lift or less. So any stats above 500 is moot, beyond than just for seeing numbers.
I am currently porting a set of 461's!
I think you are right. I ran a Crane HMV 278-2 hyd flat tappet with 1.6 rockers with those heads, but milled down to 54cc chambers, 11.4:1 comp with flat tops. That gave me .495 int and .529 exh lift on a 355. Made 425 hp at 6800, valve float at 7200rpm. Don't remember the torque numbers, but power came on hard at 2400 rpm.
Great video! Especially for a guy that's sitting on 2 sets of 461X heads, wondering the best use for them! Given the improvements you made on the 461 heads with a relatively "light touch" because of the concerns about water, I think it would be really interesting to see what improvements could be made to the Trick Flow DHC 175 heads with a similar "light touch" treatment. The DHC 175 heads are really interesting to guys like me who aren't going racing, but want performance improvements over stock while maintaining the double hump look.
Age 52 , one of my most prized mechanical possessions is a set of my dads 461x 65 year big valve heads that I ported , polished & cc’d they have been on 3 engines 327, then real ce LT1 service block , lastly 355 went 10.80 @ 122 after no freshen up & 7 years on same motor in imca mod. Next life on a 292 sbc in gasser 53 coupe
The 461 casting was also used on the L 79 327/350 HP engine. They featured 2.02/1.60 valves but retained the press in rocker studs and cast in "pushrod guides" since these engines featured a hydraulic camshaft. They were also machined in the chambers to unshroud the intake valves, which GM did on all 2.02 iron head.
The l79 engines factory I have seen had the 462 heads.
Heads for me but not for thee. Eric doesn't port iron heads 😂. Happy New Year!
I had Clay Smith port some 186 double hump heads for me for my destroked 400 (377). Can't wait to hear it run in my 1940 chevy coupe
All the people saying the downside to the older heads was they didn't have accessory holes...hogwash. Of course this is for a setup without a/c. I was not going to run the SWP setup with the alt way out in no mans land on the drivers side, so I did what I did and mounted my brackets and alternator and drilled a hole into the head and used a spacer between the lower alt bracket and the head. Put some thread sealant on the lower bolt and your set. Problem solved. I used the ribbed belt pulleys from a mid 80's truck I think. Ran a set up like this for many years with no alignment problems at all.
I think we all started with a set of double humps😂
Nice work on those 461s. Although you don't port cast iron heads, all I port is stock chevy cast iron heads. Your exhaust port looks very similar to the work I do. Would love to know what angle you have into the bowl on both the intake and exhaust, be especially the intake. I do not think I cut mine that steep. Have to go out and see what Goodsen cutter I had the machine shop use on my last set. However, I end up spending a lot more time opening up the throat by hand and I am probably not as consistent as a valve job cutter. I am always afraid of cutting too steep because of the water jacket.
Great info Eric, your like button is not counting up 😊?
We don't blame ya for not porting cast iron heads aither lol😅 and we wouldn't dream of it. You are the Weingartner.
Happy New Year Eric ! 🇺🇸🇺🇸🇺🇸🇺🇸🇺🇸🇺🇸🇺🇸
another great video. I printed your cooling pads today.I'll get sewn up next week get them out to you.
cool stuff, where do you order your carbide burrs?......I've got a port job to do on my 460 heads.
Cylinder head supply.
Wish you can port my 292 iron heads for SBC. Happy New Year Eric!!
Had a set of Crane fireball II heads once. They were pretty neat nostalgic piece, 292 casting, angle plug, 2.02 1.6. I have been told they were equivalent to the Dart II or Sportsman II heads World makes in flow and power ability.
Awesome info! Thanks, as always Eric!
What about using a sonic thickness tester to determine how much material can safely be removed before hitting a water jacket?
Charles Servidio makes extensive use of the sonic tester when working on old heads like these.
The dyno numbers are going to be exciting.
I think you are right with the smaller valve when trying to really get compression for vakve shrouding reasons.
Happy New Year! Interesting. Thanks
A lot of double humps have died at the hands of aggressive porters, lol. There's water under the outside spring pockets if you cut too deep for 1.5 springs.
Too bad that intake didn’t respond as well as that exhaust. Makes me wonder what a tulip intake valve would change.
Man Always learn something from u Eric, i have a few sets of heads that i got for super Cheap . One set of 461, with 202 values , for $100 then a old set of patriot freedom heads 202 for $250 , But I want 500hp or more if possible Na , But I been really looking at the Promax 225 heads with 205/ 208 values . I know with those I could be in the 500hp range + Thanks for all the information Eric
thanks been wating for this video i have a set of 461-194 -462 -202 not using eather.
@@gordongrimes2797 Me likewise I’ve got several sets.
I was always told, the accessory hole camel humps were the better flowing head. My junkyard boss always had good info..
Dam it seems like you picked the worst camel hump or double hump head to port because of water and not much material pretty cool gains man since you said the 292 have less water or no water would that be the best casting head to port I would assume or a question lol. But nice work like usual. I have seen way to many double humps where they just open the pushrod pintch to super think I go come on guys that's not how you make flow and I know 1 guy who tried to screw with me it was about 6 years ago I worked my first machine shop this was another guy before my current guy but he tried to convince me that oh yeah it won't hurt anything it won't make a difference 1 head was ported stupid and other head was milled think I go this is crap and yeah that guy at the old machine shop from 6 years ago didn't really care about my racing and just gave me bs. But watching your channel now 3 years I think at most I watched i have learned a lot for sure
First of all Eric, happy new year! Second, was it a 3 angles valve job on every cylinders you flowed? What about 5 angles (if possible, of course, and if it wasn't already 5 angles)? It's just that Cutter's Performance found that Vortec heads flow more with a 5 angles valve job, so I was wondering if the same is true on 461's and 492's. Also, how big could you increase the exhaust valve diameter on the 461 head? 1.625, 1.65, 1.675, 1.70? If exhaust flows so good, why not maximize it? Could the exhaust flow as much as, or equally as the intake, and would it be good or bad on the dyno? Thanks.
Those are five angles on the valve job not 3. After porting 3 remain.
@@WeingartnerRacing Ok, thanks. What about exhaust valve size maximization, can you go up to the maximum intake flow with exhaust flow?
Eric couldn't you use epoxy weld if you grind thru to water.like they use to shape ports?
I have never seen them seal water.
Very interesting comparison!
Thank you for another great video! Happy New Year. I would love to see a similar comparison including the 186xxxx casting. Maybe you can port my pair 😛
If the choice is between 10CFM and a .5 point of compression, the compression gets the nod, if it's 30 cfm however...
Do you plan your valve sizes based on the port cross section area? Similar to a throat % of the valve? That way you can avoid hitting water?
Hey Eric I was wondering if you could sonic test that area between the ports to find the remaining thickness. It may not be 100% accurate but you’d be close.
Hey Eric Happy New Year!
I see AFR has another new "As Cast" sbc 200cc cylinder head casting out now... Any thoughts on it over the 195cc Enforcer heads?
Will you port my cast iron heads?
No Richard he will not
So Eric with the relative increase in exhaust flow how would that effect your timing of valve events, can overlap etc considering reversion and in line wedge layout, duration exhaust compared to intake?😊
Wow decent results from both but that 461 with smaller valves is interesting. On engine i think it will be close, compression beats flow unless its substantial but that exhaust increase is impressive.
Wow! Double hump day…
Have you posted what the 383 dyno mule will be?
Super cool comparison. I have a set of 2.02 160 492s. I pretty much ruined 1 as a kid though over porting it not knowing better. I head is still good.
Back in the 90s turbo heads were super popular on dirt track cars. I have seen some that flow close to 300 cfm but had some epoxy.
Do you have a sonic tester?
Any chance you can get ahold of a set of Hammerhead hemi style heads for SBF(or LS) and see what their max potential is? The company states the ports can go up to 472i / 320e CFM.
Do you use a ultrasonic thickness tester when you port?
It doesn’t work in a head I have two.
Does companies that have CNC equipment even do cast iron? I know there’s probably a lot of CNC programs available from way back is it the same deal breaker for those companies that there’s no money to be made from doing cast?
Who cut the spring pockets on those 461s?
Me
I have a 327 that I really want to try a set of Speedways aluminum camel hump heads on.
Have you looked at Trick flows double humps? DHC175. The flow well. I have a set I’m happy with
Great video
Yes porting cast iron set of sb turbo angle plu heads and got last exhaust port leak still have them sitting under bench and bad part they were new castings with all work about done
Back in the day it was the 462 with 1.94 valve, than the 492, than the 292 and 041 heads. What I have been told how old school racers got them to work back then was to add a cam with more intake duration to fill the chamber as must as possible and I guess it worked cause back then there was some fast hotrods for what they had back in the 1960's thru 1980's. Bill grumpy Jenkins built 331cid SBC with old school parts and made 700-800 HP... So I guess it's all about the proper machine work and combo of parts.
You should get s sonic tester and then you don't have to guess how far the water is from the port.
That's what I was thinking. Not having the right tools can damage a perfectly good head.
Sonic checker will not work on rounded or irregular surfaces. I have two.
@WeingartnerRacing so then how do they sonic check round cylinder walls???
@@jeffallen3382one they don’t do it well and two the hole is bigger.
@@WeingartnerRacing sonic check those cutaway heads and see...
Most people think high nickel alloy is iron, calling alloy engines iron when they're not.
Lol. Ported cast iron usually like crap. I like the challenge of missing water.
I think honeslt around .350 lift is the begining of the overlap between valve shrouding and port shape.
That description of your soul leaving the body is perfect! Cracked me up, but oh sooo true!
@@mikeg4163 , been there and felt that too. A great analogy, I felt a little ptsd after Eric brought that up.
Lesson I have learned is vortec or afr enforcer camel backs are a waste of time IMHO
I made over 600hp with the enforcers.
I don't think you get the point of the exercise here. It's about seeing what the old heads can do compared to the new stuff. For us old guys, you know. :)
@@WeingartnerRacingI believe he missed putting a comma after enforcer and in between camel? Changes his reply a lot.
All in all the 461 is the least preferable 300 hp head.
As bad as they are, there's been shitloads of fast cars built with those turds.
Eric, as someone who has worked in Customer Service a few decades, you should partner with a local co that DOES port iron heads. Never turn customers away. Having partners helps business.
This. Refusing an entire customer because you just don't like porting iron heads is just a terrible business strategy. Especially considering your entire business is centered around porting.
I agree with Eric. Stick with what works for him. Cause when you ruin a head it's a total loss. That means a loss in money. That's bad business
I’m in the business to make money. Porting cast iron heads doesn’t make money. It just makes problems.
@ericuncapher9922 That's not why he doesn't do it. He doesn't do it because porting iron heads is messy. If you don't want to do it yourself, you either partner with someone who does, or you hire someone who does. Imagine the sheer amount of money this guy has turned away from his door simply because iron gives him the icks.
@@ericuncapher9922 ^
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That is by far the worst flow chart results of 461 heads I have ever seen. Stock 461 heads most of the time flow 200 cfm at .500-.600 lift
Not on my bench.
I did 462's years ago, 240 ish on the inlet without trying...Anyway....
Whenever I watch head porting vid the thing that always sticks in my mind is the time factor in the metric that is used.
Cubic
Feet per
MINUTE!!!!
20 cubic feet per MINUTE gain.
.
How about something more meaningful to ICE operating speeds . A second instead of a minute?
.
.333 CFS gain. 4.333 CF gain in a 13 second 1/4 mile.
Loosing big money not doing cast its a product people want . even if you had someone else port you can flow them after and have them fix anything wrong
Happy new year