Just a word of advice, the valve area flow less than the ports, so its useless to Change the ports unless you are playing on correcting the valves and seats, the only thing that you are doing is loosing velocity. You can remove the flashing and correct the ports to the gasket, but doing more than that is not improving nothing, and be careful to not mess with the swirl.
@@what9418yes it is an.exhaust port, but if you look at the vídeo the entire head seems touched, and usually the kind of people who do this kind of comparison by sticking something to show how big it is dont care much about actual flow and actual functioning. I could be misjudging but its very common. Also my comment on the valve is based on testing, been there, and found out that the valve itself its what causes the biggest restriction, so no point in making the duct bigger, youre only loosing speed, but you could gain speed if you change some shapes in the ducts. For people who make like drag racing and running coal the swirl is also not that important because at certain point dont actually do much on high end diesel tuning
@@Mario_Marques I agree. So valve size relates to intake ports more than exhaust right? I believe TDI exhaust ports are quite restricted. Not an experienced pistonhead myself but I've read upon it. If you want to lower EGT at some point you must make the exhaust flow enough.
It's a turbo engine, you're forcing the air in there anyways so venturi isn't as important as NA engine. I'm also guessing this is for a built engine that revs much higher than oem so you're at a point where you need bigger ports to flow that much air at high rpm
@@imnota I'm 34, I've been porting for 15yrs. I specialize in 2jz, RB, and Coyote cylinder heads. They're basically all boost applications, one currently holds an import radial record. I think I know exactly what I am talking about. Just because you have boost doesn't mean Venturi isn't useful. Literally the most brain dead thing I've ever heard.
@@imnota you probably have no clue what the csa of that port is and how much air can flow through the CSA of that runner. It's a smaller motor, since it's smaller opening the port and CSA that big will slow down the air for the majority of the rpm range and shift the peak power and rpm to a much later rpm killing power until that rpm IF it even gains because the air is slowed down so much because the excess volume and no Venturi to speed the air up.
Right benfore the bend, you should be at 80 percent of the valve area and then smooth the transition with minimal removal of material. Bowl clean up only, and inlet port match. Hope that helps!
Now that this is 2 years later and its randomly recommended to me how did she run? Not even being any way that just looked like a little overboard to me
@@karlkiernan6863it’s a turbocharged engine, you need as big a ports as you can get the air speed is delt with by the forced induction. This head would easily make 350 hp
@Kevin Corapi size of throat vs port vs valve. Widening everywhere and lowering the floor is just counter to what should be done, especially on a diesel engine where swirl is of way more importance than port volume
@Kevin Corapi if you've just done some gasket matching that won't hurt a thing, as long as the throat diameter is still in correct proportion to the valve size then you will not have done anything bad as long as there's no square edges lol
What head(s) are you looking to get ported. I don't think I would go to the person who used a socket wrench and extension to port a head. lol. Seriously I have done porting, and perhaps can do yours. Reply here!
If you haven't got a flow bench leave it alone the manufacturer has designed the head too flow right with the standard set up plus your not going too gain anything from a real ported head apart throttle response
That’s the exhaust side, also Diesel engines unlike petrols are *always flowing at least atmospheric pressure so the more flow you can get the less the turbo needs to pressurise the intake to hit target airflow. This helps diesels when driven fast as the throttle control between gears is different than petrol as you don’t fully back off between gears as you are not as much controlling engine speed but you are trying to hold turbine speed.
Hi Juris, What engine are the 2 cylinder heads from in your video? Tdi 1z? Because on my original cylinder head of tdi 1z (Golf 3), I can't even fit "the socket of 14" as you do (before having machined the cylinder head) ... The cylinder head ports especially "to the exhaust" are very small !!!
@@jukums_remap Is the engine of your golf 2 tdi vp 1z 350+ hp still alive? I am currently building a golf 3 tdi 1z to go to 320 hp, I have machined the valve impressions on the stock 1z pistons, and I have enlarged the bowl "in the center" of the piston, do you have any advice for me? I have to put more advances (SOI) to take advantage of these modifications? Currently I drive with 2.2 deg (SOI) at idle And 16.8 deg (SOI) from 4500 to 5400 rpm.
Porting a TDI is almost counter intuitive. A small Polish can help with carbon re attaching to the casting but there's really no gains from porting that deep. Stock head flows plenty.
20 y.o vs 35y.o who wants to settle down
And looking for a nice piston
Witch is witch ? 😂😂
@@quentincook5966
Think about it for a second
@@Ali-bz9gd like the 20 yr old right and the 35 lose 😅😅🤷♂️
😂
"It's my first time"
ladies take note
I don’t need this explained
Just a word of advice, the valve area flow less than the ports, so its useless to Change the ports unless you are playing on correcting the valves and seats, the only thing that you are doing is loosing velocity.
You can remove the flashing and correct the ports to the gasket, but doing more than that is not improving nothing, and be careful to not mess with the swirl.
Isnt this an exhaust port? Then no swirl is involved.
His engines hit 7000 rpm, I think the exhaust velocity must be working well
@@what9418yes it is an.exhaust port, but if you look at the vídeo the entire head seems touched, and usually the kind of people who do this kind of comparison by sticking something to show how big it is dont care much about actual flow and actual functioning.
I could be misjudging but its very common.
Also my comment on the valve is based on testing, been there, and found out that the valve itself its what causes the biggest restriction, so no point in making the duct bigger, youre only loosing speed, but you could gain speed if you change some shapes in the ducts.
For people who make like drag racing and running coal the swirl is also not that important because at certain point dont actually do much on high end diesel tuning
@@Mario_Marques I agree. So valve size relates to intake ports more than exhaust right? I believe TDI exhaust ports are quite restricted. Not an experienced pistonhead myself but I've read upon it. If you want to lower EGT at some point you must make the exhaust flow enough.
@@what94187k rpm tdi lol
@@mrfizchwhy lol?
Sick you took out the Venturi effect which speeds up the air. Combined with a lot more volume for even slower air speed.
It's a turbo engine, you're forcing the air in there anyways so venturi isn't as important as NA engine. I'm also guessing this is for a built engine that revs much higher than oem so you're at a point where you need bigger ports to flow that much air at high rpm
@@imnota spoken like someone whose never ported a thing
@@thetruthpal spoken like an old head that think his naturally aspirated sbc is the same as a 1.9tdi that's designed for like max 4k rpm from factory.
@@imnota I'm 34, I've been porting for 15yrs. I specialize in 2jz, RB, and Coyote cylinder heads. They're basically all boost applications, one currently holds an import radial record.
I think I know exactly what I am talking about. Just because you have boost doesn't mean Venturi isn't useful. Literally the most brain dead thing I've ever heard.
@@imnota you probably have no clue what the csa of that port is and how much air can flow through the CSA of that runner. It's a smaller motor, since it's smaller opening the port and CSA that big will slow down the air for the majority of the rpm range and shift the peak power and rpm to a much later rpm killing power until that rpm IF it even gains because the air is slowed down so much because the excess volume and no Venturi to speed the air up.
It would result in slow airspeed.. Port must be funnel like inside.. Gradually smaller dia. Thought out the valves..
I think you mean the other way around the size of the port should increase near the valve because the air has to slow down to pass the valves
Right benfore the bend, you should be at 80 percent of the valve area and then smooth the transition with minimal removal of material. Bowl clean up only, and inlet port match. Hope that helps!
lol and here I thought we would get a flowbech comparison.
Like throwing a hotdog down a hallway boys😎
Ahhhhh, The sound of music when you hear that rat-a-tat tat.
the later is like throwing a hot dog in a hallway!
Now that this is 2 years later and its randomly recommended to me how did she run? Not even being any way that just looked like a little overboard to me
Making the port larger will not do much other than lower the air speed. The areas that need work are round the valve seat and bowl.
@@karlkiernan6863it’s a turbocharged engine, you need as big a ports as you can get the air speed is delt with by the forced induction. This head would easily make 350 hp
@@andrewwest3556forced induction doesnt change airspeed.
@@V8LennyOh sweetie…
@@V8LennyIt literally does and you’re stupid and wrong
Would this also work on a mini bike 4 stroke engine ? Do u keep the throat of the runner the same diameter as the beginning of the intake runner ?
Hello my friend
I’m from Bulgaria
How much is ported head in your country
How much power was the plan on these ports? bigger is not allways better.
Większe zawsze jest lepsze w silnikach z turbodoładowaniem.
Is it ported on both exhaust and intake?
Yes, on both.
@@jukums_remap🤦♂️🤦♂️ no way
Moteur 1z?
Science will tell you that the head is now ruined
@Kevin Corapi size of throat vs port vs valve. Widening everywhere and lowering the floor is just counter to what should be done, especially on a diesel engine where swirl is of way more importance than port volume
@Kevin Corapi if you've just done some gasket matching that won't hurt a thing, as long as the throat diameter is still in correct proportion to the valve size then you will not have done anything bad as long as there's no square edges lol
Damn those ported heads are just like my ex wife
Haha same here!
@@_..-.._..-.._ use a bigger tool then....
Hi. Where did you ported please?
birita adrian I ported it by my self.
🤣👏👏
The cylinder head after 9 months: 🤰🏻
I am interested if you can do one for me.how can i contact you to discuss about the price.thnak you
Sorry, but I do that only for my car, other people cars and don't fix or tuning. It is my hobby, not job.
What head(s) are you looking to get ported. I don't think I would go to the person who used a socket wrench and extension to port a head. lol. Seriously I have done porting, and perhaps can do yours. Reply here!
Dyno oder gtfo.
If you haven't got a flow bench leave it alone the manufacturer has designed the head too flow right with the standard set up plus your not going too gain anything from a real ported head apart throttle response
to jest silnik TDI. turbodoładowany diesel.
Too large can cause your engine lose compress on top gear if the piston size small..
That’s the exhaust side, also Diesel engines unlike petrols are *always flowing at least atmospheric pressure so the more flow you can get the less the turbo needs to pressurise the intake to hit target airflow. This helps diesels when driven fast as the throttle control between gears is different than petrol as you don’t fully back off between gears as you are not as much controlling engine speed but you are trying to hold turbine speed.
You don't know what you are saying
Bigger doesn’t always mean better when it comes to head portinf
to jest silnik turbodoładowany. To zawsze oznacza że większe kanały to większy przepływ.
idk why people hog their ports all the way out at the pinch... guess they dont like torque.
Hello juris but you did the lowering of the head
Hi Juris, What engine are the 2 cylinder heads from in your video? Tdi 1z? Because on my original cylinder head of tdi 1z (Golf 3), I can't even fit "the socket of 14" as you do (before having machined the cylinder head) ... The cylinder head ports especially "to the exhaust" are very small !!!
@@davidrodrigues76 its a pd head
@@davidrodrigues76 well, another manufactured sockets can be in different size, both heads is 1Z
@@jukums_remap thank you
@@jukums_remap
Is the engine of your golf 2 tdi vp 1z 350+ hp still alive?
I am currently building a golf 3 tdi 1z to go to 320 hp, I have machined the valve impressions on the stock 1z pistons, and I have enlarged the bowl "in the center" of the piston, do you have any advice for me?
I have to put more advances (SOI) to take advantage of these modifications?
Currently I drive with 2.2 deg (SOI) at idle
And 16.8 deg (SOI) from 4500 to 5400 rpm.
Ports are way to big now.
I ruined 2 heads. I kept hitting water jackets
Porting a TDI is almost counter intuitive. A small Polish can help with carbon re attaching to the casting but there's really no gains from porting that deep. Stock head flows plenty.
Non sens this work... this head original can produce 350 hp
Max 250hp without porting.
I've heard 300 is achievable on stock heads