I'd be happy as hell with those gains. Exhaust will pick up a lot relatively by just going to a larger turbine wheel and reducing backpressure. Do you ever take moulds of ports to measure taper, etc?
As "constructive criticism" before i get labled a hater. Its great to see the graphs, much better than most channels just numbers. But it would be great is the graphs showing percentage flow increase.(and labeling every 10cfm on the scale would be easier to read) Did the intake gain 20% and the exhaust 10%? is this going to cause a flow ratio mismatch that may need a custom split cam timing/duration to get the best out of it? Or did the increases bring it back to a more favourable ratio? Do you shoot for a intake to exhaust flow ratio or does that have a wide ratio that works?
keep up the good work! I'll never port a head but learn a lot from this channel. Main thing I learned is where to send a head if I want it done right. Is there much to be gained on gen 3 coyote heads?
Thanks for the kind words! That was what we are looking for, to inform guys like you. Gains on the Gen 3 depend on supporting mods. You need more than a stock short block to make that worth the price. There would be gains regardless but is it worth the price of admission in a NA scenario I would spend my money on boost and get the heads rebuilt with some good parts instead.
What does it cost to have a head tested for flow? I have a 4Piston 163 head that has been refreshed that I would like tested. Has 37mm intake valves. As soon as you have a sale on Honda heads, I have a K20 to send you for porting.
$300 for flow testing with a sheet. But, I don't think it helps much unless you always have it flow tested with one person. Like, you can't really compare the numbers because it might be how we would flow it that makes a difference in flow. It's not always the head.
Quick question, what happen to the velocity and flow if you completely remove the radius on the short side (its a straight shot from the beginning of the port to valve seat) and the head has enough material. The bowl area remains untouched.
We had to get a 5 axis first, and we are certainly going to get a Newen single-point. I think the combo is a game changer. I can not wait to have complete control over the valve jobs. Getting custom cutters since Sunnen doesn't do them is such a pain.
What are your thoughts on extrude honing? I read an article on it years ago with people getting it done on the intake and exhaust ports. Also turbo compressor housings but its basically unheard of nowadays
@@myrx2 I believe it’s a complete waste of money and energy. It’s just smoothing things out not taking out to a specific size or location of the port. You want real results then you have to do real work.
I'm gonna respectfully disagree with Dave on this one. I don't think Extrude Hone is a "miracle" - but it's good for certain things and it doesn't just indiscriminately remove material all willy nilly. It's true the operator has far less control of material removal compared to a porting professional like Dave, but it does open up the restrictions while basically ignoring the areas that are not restrictive. It really shines with parts you can't get to with a die grinder. Complex intake manifolds, for example. That makes it NOT the best for cylinder heads, but I actually had the chance to test this on a CBR600 engine I was using in a little formula racecar. The engine guy prior to me had sent one of the team's heads off for EH; so when I was doing the engine development, I tested it back to back against a stock head. Both had freshly done valves from the same shop. The stock head made 68hp @ tires and the EH head made 71hp. That's 4.4%. I should also mention the engine was breathing thru a 20mm restrictor. I personally wouldn't choose EH for a cylinder head, but wouldn't hesitate to do it on cast intake manifolds or other complex castings I wanted to improve.
I agree. I've did EH on my lower blower intake. I think it has its place. In certain instances it's useful. Intake manifolds that can't be ported by hand
Do you perform a single before and after flow test or do you flow test for each mod, like once for the porting and once for the valve job to show which part created which gains? Also what is a B9 engine? Is this a v6 from an audi a4 b9 chassis or is b9 the engine code?
I don't always show every test but, yes I flow after every mod so we know what each change helps or hurts. Otherwise, you don't know what was worth it.
Im knew to the channel n i dont know id ya have ported a stock LS head put id really like to see what you could do with that, i might need to scroll through ya vids lol
EA839 is on the B9? The numbers stock are poor for a 3.0L. So going to nearly 240CFM from the near 180CFM peak is a big deal. Actually the .200" and .300" numbers are probably more important. I was looking at 2JZ/1JZ/1mz/3mz Toyota before this which are 3.0L with 33.5 or 34mm intake valves. On those situations they might make the intakes 35 or 36mm but stock valves they can usually get to 270cfm peak and 300cfm or slightly greater with the increased valve size. It's required on the high power situations. I have stock VQ35 Nissan at 205cfm@.200", 240CFM@.300" and 275CFM@.400". 1MZ Toyota 175@.200", 210@.300", 235@.400". Ported 1mz @185@.200", 230@.300", 260@.400". Porting on the 1mz gives 30whp naturally aspirated and almost 100whp with 14psi of boost. So Are the B9 heads better or worse than the B8/B8.5 heads? If the B8 situation is even the same as the B9 it's pretty horrible and porting will give some descent gains without changing much ( 60-100whp on the stock boost ).
You got the flow, bro😁
More videos like that please! How about an 07K 5 cylinder head? (Half of a Lambo head)
I'd be happy as hell with those gains. Exhaust will pick up a lot relatively by just going to a larger turbine wheel and reducing backpressure. Do you ever take moulds of ports to measure taper, etc?
We haven't made a mold in many years. Now, we don't need to because we have CNC digitizing.
As "constructive criticism" before i get labled a hater. Its great to see the graphs, much better than most channels just numbers. But it would be great is the graphs showing percentage flow increase.(and labeling every 10cfm on the scale would be easier to read) Did the intake gain 20% and the exhaust 10%? is this going to cause a flow ratio mismatch that may need a custom split cam timing/duration to get the best out of it? Or did the increases bring it back to a more favourable ratio? Do you shoot for a intake to exhaust flow ratio or does that have a wide ratio that works?
Es ist zwar mehr Arbeit... aber wenn er das für uns tun würde... wäre es schön . 👍
@@krusher74 appreciate the critique. I’ll try to do that next one and see what it looks like.
Custom cam at all on one of those 😂😂😂
keep up the good work! I'll never port a head but learn a lot from this channel. Main thing I learned is where to send a head if I want it done right. Is there much to be gained on gen 3 coyote heads?
Thanks for the kind words! That was what we are looking for, to inform guys like you. Gains on the Gen 3 depend on supporting mods. You need more than a stock short block to make that worth the price. There would be gains regardless but is it worth the price of admission in a NA scenario I would spend my money on boost and get the heads rebuilt with some good parts instead.
But if it's like ea888 gen 3 engines the extra timing you can get surely is a bigger benefit on these engines.
Love seeing the reasoning of the R&D, rather then the shake-n-bake of the other channels, just copying and repeating the same old…
What does it cost to have a head tested for flow? I have a 4Piston 163 head that has been refreshed that I would like tested. Has 37mm intake valves. As soon as you have a sale on Honda heads, I have a K20 to send you for porting.
$300 for flow testing with a sheet. But, I don't think it helps much unless you always have it flow tested with one person. Like, you can't really compare the numbers because it might be how we would flow it that makes a difference in flow. It's not always the head.
Quick question, what happen to the velocity and flow if you completely remove the radius on the short side (its a straight shot from the beginning of the port to valve seat) and the head has enough material. The bowl area remains untouched.
never tested it so I would only be answering in my own theory that it would not change velocity. Only changing the port would change velocity .
@@headgames Thanks
Dope song. What's the name?
Dave, what do you think of the new seat/guide machines that single-point cut seats? When you think you'll get one?
We had to get a 5 axis first, and we are certainly going to get a Newen single-point. I think the combo is a game changer. I can not wait to have complete control over the valve jobs. Getting custom cutters since Sunnen doesn't do them is such a pain.
What are your thoughts on extrude honing? I read an article on it years ago with people getting it done on the intake and exhaust ports. Also turbo compressor housings but its basically unheard of nowadays
@@myrx2 I believe it’s a complete waste of money and energy. It’s just smoothing things out not taking out to a specific size or location of the port. You want real results then you have to do real work.
I'm gonna respectfully disagree with Dave on this one. I don't think Extrude Hone is a "miracle" - but it's good for certain things and it doesn't just indiscriminately remove material all willy nilly.
It's true the operator has far less control of material removal compared to a porting professional like Dave, but it does open up the restrictions while basically ignoring the areas that are not restrictive. It really shines with parts you can't get to with a die grinder. Complex intake manifolds, for example.
That makes it NOT the best for cylinder heads, but I actually had the chance to test this on a CBR600 engine I was using in a little formula racecar. The engine guy prior to me had sent one of the team's heads off for EH; so when I was doing the engine development, I tested it back to back against a stock head. Both had freshly done valves from the same shop. The stock head made 68hp @ tires and the EH head made 71hp. That's 4.4%. I should also mention the engine was breathing thru a 20mm restrictor.
I personally wouldn't choose EH for a cylinder head, but wouldn't hesitate to do it on cast intake manifolds or other complex castings I wanted to improve.
I agree. I've did EH on my lower blower intake. I think it has its place. In certain instances it's useful. Intake manifolds that can't be ported by hand
Do you perform a single before and after flow test or do you flow test for each mod, like once for the porting and once for the valve job to show which part created which gains?
Also what is a B9 engine? Is this a v6 from an audi a4 b9 chassis or is b9 the engine code?
I don't always show every test but, yes I flow after every mod so we know what each change helps or hurts. Otherwise, you don't know what was worth it.
this is especially important on the valve job side. Because they are not all created equal.
Im knew to the channel n i dont know id ya have ported a stock LS head put id really like to see what you could do with that, i might need to scroll through ya vids lol
@@phillip-cl8bk we do have LS ports but made them 20 years ago so I haven’t shown any. Only one you could find on our channel is an LS7 RHS head.
EA839 is on the B9? The numbers stock are poor for a 3.0L. So going to nearly 240CFM from the near 180CFM peak is a big deal. Actually the .200" and .300" numbers are probably more important. I was looking at 2JZ/1JZ/1mz/3mz Toyota before this which are 3.0L with 33.5 or 34mm intake valves. On those situations they might make the intakes 35 or 36mm but stock valves they can usually get to 270cfm peak and 300cfm or slightly greater with the increased valve size. It's required on the high power situations.
I have stock VQ35 Nissan at 205cfm@.200", 240CFM@.300" and 275CFM@.400". 1MZ Toyota 175@.200", 210@.300", 235@.400". Ported 1mz @185@.200", 230@.300", 260@.400". Porting on the 1mz gives 30whp naturally aspirated and almost 100whp with 14psi of boost.
So Are the B9 heads better or worse than the B8/B8.5 heads? If the B8 situation is even the same as the B9 it's pretty horrible and porting will give some descent gains without changing much ( 60-100whp on the stock boost ).
🇦🇬
⭐️⭐️⭐️⭐️⭐️.
🙇🏾♂️