Interesting the results you got with your self-modified 1600 head. When I built a few 2.0litre Pintos, back in the early 1980's, I very quickly started using 1600 heads, that I'd modified extensively, on them.
Cheers for the flow bench video graham, I have never seen one of them before but understand how it works. Can you do some more videos of it in action ? Thanks
Many years ago I ported a '73 production head per David Virzard's book on the 2.0 OHC engine including the used of the "RIm Flow" valves. I was very happly with the results. What is your views on what he did with the 2.0L head?
im not going to knock Vizard, he will of forgotten more than i will ever know, however, there are ways of modifying the port he never considered, also there is one big error in his book, whether that is down to a publishing error or not i dont know, but most of the air flows along the FLOOR of the port not the long turn in the top. Personally i cant see anything that special with a rim flow valve, the biggest feature is the ditch machined into the face of the valve, it probably works well until its all carboned up
Made one myself this winter after Vizards book with epoxy and all but not a big change from a stock head. Now im not a pro so might have got it all wrong anyways. Head work is not easy....
a clean standard head flows around 85cfm @10" typically a standard head could run to 150bhp or more, but given enough cam compression and induction even more is possible, i beleve vulcan extracted 192bhp from a standard head on a classic hot rod
Hi Graham Do you have any more bmw m20 content? It would be great to see the same flow bench video on the M20 885 head. Even a modified m20 on the dyno would be very interesting. Love the content. Obviously you are very knowledgeable and that is rare these days. Cheers
A stock head flows about 85cfm so at nearly 120 the burton head is getting on for 50% better. injection head intake port does flow more than a carb head but not massively, on an otherwise stock engine its worth about 3bhp only
your graph shows what is very normal for air flow through a intake valve, which is, once you get lift beyond 1/4 of valve head diameter, the increase in flow becomes negligible in relation to extra lift. ' High lift ' cams only succeed in making a HP gain by having an aggressive lobe profile, that requires time to decelerate the valve gear either by duration or extra lift beyond 1/4 L/VH diam and not really the lift off the seat factor
@@PenguinMotors everything one does is a bit of a guess eh ! just as a flow bench is, they only measure a steady state of flow, and that is certainly not what an engine produces basically things have moved on and the use of dynamic gas flow modelling, is the solution. I watch others using this almost redundant tech and the results are of little interest and are just not accurate enough. Port and chamber design are well and truly formulated and what the ideal requirements are. Personally, I have modified more cylinder heads than most people have had hot breakfasts. If I were allowed to improve flow with that head, I would probably reduce the intake valve head size or move the valve centers to ward the exhaust valve chamber wall ( which will help unshroud the IN /val to chamber wall and re machine the IN / ports ie : down draught. Stuff we used to do 25 years ago. But good luck
The problem of "1/4 lift diameter Ratio is enough" is that the flow has to turn 90 degree and towards the cylinder wall. Also when you lift the valve more than 25%, the flow coefficient is better. For example ProStock engines have 2,5" intake valves and lift is 1,1".
@@ottoblomstedt4909 Hello Otto, this poppet valve flow characteristic has been known since Adam was a boy. I have observed countless graphs and air flow tests that all show this same flow pattern. Yes the flow numbers do keep on increasing beyond 25% V/D, but are diminishing in effective return. Also realize that some of the engines have cam gear designed for better lobe area, means they are very aggressive rollers that require lots of lift to accommodate accel/deccel ramps and rates >>> flow co-efficient ? If you want more air flow into an engine, eliminating angles is the way to go. Even reducing the IN/ valve seat to 5* from 45 * should help ( makes the cam seem longer in duration )
Interesting the results you got with your self-modified 1600 head.
When I built a few 2.0litre Pintos, back in the early 1980's, I very quickly started using 1600 heads, that I'd modified extensively, on them.
I chuckled when you realised the spark plug was out....but then I filled up my engine oil with the sump plug out the other day....doh!
Cheers for the flow bench video graham, I have never seen one of them before but understand how it works. Can you do some more videos of it in action ? Thanks
When is part 2 off the harris pinto happening? Great video’s by the way!👌
Many years ago I ported a '73 production head per David Virzard's book on the 2.0 OHC engine including the used of the "RIm Flow" valves. I was very happly with the results. What is your views on what he did with the 2.0L head?
im not going to knock Vizard, he will of forgotten more than i will ever know, however, there are ways of modifying the port he never considered, also there is one big error in his book, whether that is down to a publishing error or not i dont know, but most of the air flows along the FLOOR of the port not the long turn in the top. Personally i cant see anything that special with a rim flow valve, the biggest feature is the ditch machined into the face of the valve, it probably works well until its all carboned up
Made one myself this winter after Vizards book with epoxy and all but not a big change from a stock head. Now im not a pro so might have got it all wrong anyways. Head work is not easy....
Thanks Graham. How are they vs a clean standard head? If these heads flow enough for 200bhp the what is a standard limited to?
a clean standard head flows around 85cfm @10" typically a standard head could run to 150bhp or more, but given enough cam compression and induction even more is possible, i beleve vulcan extracted 192bhp from a standard head on a classic hot rod
Wow.What could be configuration of that 192bhp standard head Vulcan engine?
Hi Graham
Do you have any more bmw m20 content?
It would be great to see the same flow bench video on the M20 885 head.
Even a modified m20 on the dyno would be very interesting.
Love the content. Obviously you are very knowledgeable and that is rare these days.
Cheers
yes there is more m20 content in the pipeline, its just slow going as its my own stuff
The 885 we just put on our shops 2.9 race engine flowed 220cfm @13mm lift through the intake with 44mm valve, would have gone more with bigger valve
220cfm, what depression was that at 28"? thats about what i seem to recall my one flowed
@@PenguinMotors do you know what a stock head will flow with stock valves?
no but i do have a stock head here that i could stick on the flowbench
So are you planning on further tweaking this head a little Graham?
not at the moment, just going to use it for some camshaft tests
I've an injection head that I'd gladly have work done for an experiment here.
Could you flow bench a stock pinto head to show a comparison, maybe even stock v injection v Burton?
A stock head flows about 85cfm so at nearly 120 the burton head is getting on for 50% better. injection head intake port does flow more than a carb head but not massively, on an otherwise stock engine its worth about 3bhp only
Wonders me how good the Burton product did do perform in this video.
For comparison, how would the graph look for unported carb vs injection heads?
dont have a graph to hand, but there not that much difference between them, on the dyno its even less on a std cam and carb its only 2-3 bhp
Charlie does some good heads can you repeat this with xflows pls
funny you should say that but theres something in the pipeline
How far do intake valves move to open n close
0.500” which is about 12.5 mm. You can go more if you adjust the valve guide position
what is the price of the 3 cylinder heads
Ric wood cnc head
it is but is not the same as a Ric Wood head, Ric's own heads have a different porting program, Ric told me that himself.
Does Ric publish his flow figures that Pinto head ?
your graph shows what is very normal for air flow through a intake valve, which is, once you get lift beyond 1/4 of valve head diameter, the increase in flow becomes negligible in relation to extra lift. ' High lift ' cams only succeed in making a HP gain by having an aggressive lobe profile, that requires time to decelerate the valve gear either by duration or extra lift beyond 1/4
L/VH diam and not really the lift off the seat factor
im guess you have never used a flowbench..........................
@@PenguinMotors everything one does is a bit of a guess eh ! just as a flow bench is, they only measure a steady state of flow, and that is certainly not what an engine produces basically things have moved on and the use of dynamic gas flow modelling, is the solution. I watch others using this almost redundant tech and the results are of little interest and are just not accurate enough. Port and chamber design are well and truly formulated and what the ideal requirements are. Personally, I have modified more cylinder heads than most people have had hot breakfasts.
If I were allowed to improve flow with that head, I would probably reduce the intake valve head size or move the valve centers to ward the exhaust valve chamber wall ( which will help unshroud the IN /val to chamber wall and re machine the IN / ports ie : down draught. Stuff we used to do 25 years ago. But good luck
Rubbish !
The problem of "1/4 lift diameter Ratio is enough" is that the flow has to turn 90 degree and towards the cylinder wall. Also when you lift the valve more than 25%, the flow coefficient is better.
For example ProStock engines have 2,5" intake valves and lift is 1,1".
@@ottoblomstedt4909 Hello Otto, this poppet valve flow characteristic has been known since Adam was a boy. I have observed countless graphs and air flow tests that all show this same flow pattern. Yes the flow numbers do keep on increasing beyond 25% V/D, but are diminishing in effective return. Also realize that some of the engines have cam gear
designed for better lobe area, means they are very aggressive rollers that require lots of lift to accommodate accel/deccel ramps and rates >>> flow co-efficient ?
If you want more air flow into an engine, eliminating angles is the way to go. Even reducing the IN/ valve seat to 5* from 45 * should help ( makes the cam seem longer in duration )