Everything you say is right on the money. Bought a Superfow 600 in 1998 and began using it right away. You are right about taking information. The things it will tell you are really good if you have your eyes open and write everything down!!!! Keep up the good work!!!!!
I have dropped all of my engine subscriptions but Eric, Richard Holdener, and David Vizards. The best thing is that there is a natural teacher at the wheel and after almost 50 years of doing this Eric explains it in a way that I would just be able to answer “ it just does” lol and that point in carbs and EFI is something I have run into so much dogma that doesn’t hold up scientifically. Thank you Eric!
VERY good video and well explained. You and David Wizzard make the best cylinder head, intake manifold etc. flow bench and porting videos. Thanks Eric for sharing your knowlegde to all of us.
Another thing to consider that most people forget is that the piston itself is the floor of the chamber and it can also affect swirl. So what is seen on the bench will not necessarily be what the engine experiences because the piston crown is messing with the charge coming in. I do realize that what you are doing is really only looking at the head part of the system, and you've made that abundantly clear. Thank you for sharing your knowledge.
I seem to remember Gale Banks talking about swirl in diesel engines and saying that valve relief Into the piston slows swirl and effects fuel atomization. The piston design can change many things.
I tested some very recent nascar heads. The swirl of those intake ports is ASTONISHING. Its crazy ...one could increase compression in these Nascar engines and put diesel injectors in it and it will run. As I do both diesel and petrol heads...I know what I am talking about. Anyway for me it ended the endless discussion on all kind of fora etc where people slash each other abour low medium or high swirl and how that effects horsepower. 950 hp , on 95 octane pump gas with 12 compression at 9200 rpm , NA , 850 holley carburetor, no power adders , and ONLY 6.2 liters capacity is just awesome.
Thank You for your explanation of cylinder swirl, I find it to be educational. Didn’t take into account swirl might wash out the cylinder, Hopefully with diesel fuel being heavily oily based that might help with some form of lubrication for diesel applications. Another great video,Thanks Man
@@FatBoy7.3Powerstroke in the Netherlands we dont have a lot of those. I mainly work for tractor pull, auto cross , classic car engines . But man ...diesel engines can be made real high revving power houses which last and last!
@@Baard2000 That’s a little crazy for diesel but if it has less mass weight rotating that’s probably a part of why it can get to that level RPMs. Speed of Air pistons might not be of any benefit in that range but they do seem to increase torque down low in the working range of a heavy towing vehicle. Not sure about VW but I’m at 17.5:1 compression and that’s kinda low compared to some other engines but I believe my block would look like a mushroom cloud if I tried to get halfway to 9k RPM! Keep at it, You are in your own league of performance!
I port my own heads and have done it for friends with chevy and olds only. Your videos are very informative. The swirl dynamics you explained between carbs and fuel injection is good. I made a wood spacer with screen in the middle to atomize fuel. Have you ever tested that or seen them used? I agree about the Facebook forum's getting ugly. I've been dogged for trying to help ppl. I like your on humility on yourself. I take in info from multiple views and my 10yrs on the drag strips and do my thing. You've help me many times especially on your video on CC combustion chambers. Thanks!!!
It all comes down to what does your engine need to accomplish what you want it to do. The goal for the engine I am working on is better performance with improved economy. Very different from an all out race engine. In my case sacrificing some cfm for added swirl should be beneficial. Very goog info sir! Thanks for sharing!
On the FE I have gone things on the intake manifold because it is half the head and pulling 1.5 hp per cube from 352 heads with the right touch. The can be amazing because Ford really scienced the architecture of the casting to be able to use different manifolds to run within 100 hp by changing the manifold and cam . Amazing!
Love your wisdom big cheers from Australia ps. just my theory of pulse flow? Bore size x stroke pulse! Or say a dummy block with one rod or two pistons oiled up crank run by an electric motor at any settings of revs could that indicate more accurate flow and swirl in what happens? In a combustion chamber. + testing different dome pistons with com chambers . Anyone try that?
Enjoy Your Videos .. I've been porting for close to 40 years...your work looks like mine...and we've come to the same conclusions on many subjects...Your a Very good Teacher in my opinion....Do the same with the Alcohol...Special occasions...wife drives....😇.. 👍🏁🇺🇸🇺🇸
I have Ford FE's & am always lookin for a good shop to help me build these things. There aren't many good shops around me. There are a couple that have screwed my stuff up. I dont drink either
australian made ford inline 6 barra 4.0 dual overhead cam engines had a revision to the heads and cams duo phase meaning one valve opens first on intake and exhaust and then later a head re cast to add a swirl in intake and a 1 cc chamber reduction 182kw 5250 380nm 3250 no duophase og head 9.7 to 1 first gen rods 190kw 5250 383nm 2500 duophase og head 10.3 to 1 first gen rods 195kw 6000 391nm 3250 duophase new head 10.3 to 1 second gen rods so the felt that swirl on a 2015 or new car needed to be helped including intake update and tune revisons to what is esentially the same engine from 15 years priar all can be speced with a turbo but that has lowered comp and they also turn off the variable cams on turbo variants 240kw 5250 480nm 2000-4500nm 8.9 to 1 on the low end to 325kw 6000 675nm 2750 im currently building wiring a few of these engines into cars and i have been watchingin dozens of your videos figuring things out as i can grab different oem to add or take away swirl some after market cam shafts even add more but im not sure but i also wonder if it helps at higher rpm as its not both springs 100 percent at once its 2 ofset ever so slightly
I have a question for you that there doesn't seem to be a lot of information on the internet. I have a set of Cathedral Port heads that I want to up the compression more than what you can flat Mill and I was curious on two other options. How complicated is it to do a angle Mill. My second question is why can't you weld up some in the chamber?
Nice job Eric, high rpm you are better off with less swirl for the energy conservation you spoke of. Engines that need a wide torque curve seem to like more swirl. Fuel prep is very important when it comes to swirl, if the droplets are too large they will centrifuge out like your diesel example. Backcuts and valve jobs will radically change swirl profile. The charge motion as the piston reaches the quench on the compression stroke is another part of the equation. I like to lower the quench pad to the entrance of the exhaust valve, that causes swirl in the opposite direction of in the intake valve swirl. This causes high turbulence. Checking the burn pattern will give good info. Thanks, Charlie
I don’t like doing that. I have only done that for nitrous applications because it slows the burn down. That’s what I don’t want for na. But if it works for you keep doing it.
Backcuts and valve jobs change swirl, because better fuel atomization and less swirl/tumble or something what again hard to understand? Thanks more troubles.. where can i research burn pattern? Speedtalk? Thanks 👍
Thanks for sharing your knowledge ! Would swirl be affected by having a manifold and throttle body involved? I also hear people talk about wet flow, but that sounds like a tough thing to do accurately . Thanks again, and ignore the FB trolls.
interesting stuff! it sparked a couple of questions for me: on a recent video you mentioned the swirl direction changed between two valve lift intervals - do you think that might cause any knock-on effects? I have a preconception that rapid changes in airflow are not ideal and generally should be avoided but curious to see what you think. in my head, that reversion in swirl direction would lead to a point about halfway between the two intervals where swirl goes to zero, so might cause a flat spot in terms of fuel atomisation - but i appreciate this is almost certainly a transient effect so maybe wouldn't be noticeable in a dynamic situation as the valve is continuously lifting or closing. Would it be more of a concern that the reversion in swirl, or swirl in a given direction, doesn't play nicely with the combustion chamber design i.e. clockwise swirl is good, counter-clockwise swirl is less useful based on the chamber design? Or would it not really matter, as 'swirl is swirl'?
Thank you for saying that the carb is atomizing the fuel better than fuel injection. I love watching your videos to get your expertise. I may have different opinions but I appreciate your opinions. A piston only pulls so much before it stops to exhaust, so a constant flow through a cylinder head as with a flow bench can be a bit inaccurate because of this stop and restart of flow. There is a turbulence created within the intake ports during the stop and restarts of flow. I am no professional at this and I would like to know what you think of what I just wrote.
Sure would like to see how much swirl a 88-95 SBC swirl port head they do stall out about 400 lift .i put a set on a 79 350 .I slightly modified the Q-Jet and distributor. Stock intake modified to fit. Stock cam This think made alot more low end torque and really started screaming more at 3000. I did have to back the timing down to about 33 degrees .
For me this is one of your better videos, I learned a lot even though I'll never do any of this stuff again. And now you're ready for all the mopar fanatics... I feel for you.
Personally, when l port intake runners l shoot for decent flow and maximum velocity. My “opinion” is porting the runner and bowl for swirl could reduce velocity. “Large, Tight” quench pads are very effective at creating serious swirl in the combustion chamber. Love watching your cylinder head vids 😉
So if a ls3 head has less swirl because of the injector spray hitting the back of the valve by design for more efficiency. Does it effect it when putting a carb on because the head has less swirl .. and can you port the head to get more swirl .. i run a super victor 4500 carbed
Well communicated. Something I have wondered about swirl is the relationship of piston speed to swirl. I think of it this way: the path from a to b in a straight line vs the distance to travel in a screw or swirl. Any thoughts?
Doing a 360 / 390 FE Stroker right now with Edelbrock Performers RPM cylinder heads.. looking for a rotating assembly.... its a 4.110 bore already, looking at 4.125 stroke... 438 cid for a 70s ford f250 for a customer...
Just backing Erick's research. Take a 87-95 tbi sbc head that has half the bowl blocked off. It will have monumental swirl and velocity, but no airflow.
At the end of the day, opinions don't matter experiences do, and I apologize if I ever come across like I know everything, because I don't, but at times I just think. People say things but don't show there work how they got where they are with a specific biuld. I say, teach people with your work and not opinions, just, i guess I kinda thought of you for the longest with more opinions than true situations, as you state alot of opinions and no real work on how you did achieve gains, just a ton of talking after the fact and hard to follow information. You seam like a great guy, but I do appreciate the later videos where you kinda talk about flow and heads on the flow bench and talking about swirl, all this is great information. I just wish you could maybe simplify your content with more footage of actually following all these heads and showing how you get your numbers like which port your on flow in - flow out, display readings, u know, up closer and personal but also kinda overall view on a tripod while your doing your thing etc, I'm working on a few videos myself, and I understand it's not easy including your followers and taking hours out of your day to setup and do a job, I get it. footage can be extremely time consuming. But I really think giving us something to look as your talking, and you having a rough draft of points you want to cover and staying on topic and less branching off to more topics would be pretty cool, maybe a question and answer type deal one day. But maybe this is not your type of thing I understand. I do appreciate your patience and not blocking me because I do appreciate your channel but at times it's hard to take your word as factual when your always talking after the job is done or years ago or something your working on now but don't have time to setup, or when you say your opinion is this or that. At either rate it's late for me and I want too thank you for the time you do invest into all of this. But also bring yourself. I do have 3 sets of heads, I'd like to send a ported set that I plan to port progressively just to see what effects what. And I can give you a diagram for whats been done to each port and also a Cummins head I may would like to cut up in 6 pieces sense I had to make a repair on it and not sure it'll hold up. I could work with you to do a short series for those Cummins guys based on what we see on this ported head and a stock one But also the 3 sets of 6g74 dohc heads I have I'd love to work with you prior to porting to see if maybe we can do some sort of showdown kinda thing and see who flows better and most importantly what can we take away from it regardless of who made more flow. I'm wanting to get serious with porting heads instead of doing close friends and my own biulds; I kinda want to start doing this for fun track biulds and for work to make a little money.
Eric what do you think about port swirl in FI? Low boost high boost whatever. Do you think it helps or hurts at all? I’d imagine it has less effect when you have the denser mass flow.
Is there anyway you can flow a head for single 57-63mm bore ?? It doesn't have to be that exact, I'd like to get a estimate of flow, the small engine I'm working on, the cams available are basically all within 1-1.5mm in lift, they all seem to be more like lawnmower cams, not a true motorcycle cam, they do allow it to rev to 10k rpm, but peak power is about 8200rpm I have a larger valve head and thought about trying to get someone to re grind a stick cam, get a bit more duration, and lift, on the stock head, I un shrouded the valves, and ported the head, with a mild haha 😂 cam, it seems to moved the peak up about 500-700 RPM, I'd like to get the peak to about 9400-9600 rpm, keeping as much of the low end TQ as possible, by low I mean 4500-6000, because it can idle at 3k -3500 and not engage the clutch! So it needs to make power from 4k to 9500, +/- 400rpm, I want to keep it under 10k RPM, at 81cc I'd love to see 15hp, I can go to 92.4mm bore, 95cc, but I also have a 150cc I'm boring to 180cc, I want to keep it below 8500-9000, I know you probably don't care about a small engine, just wondering if you could flow a couple heads. To get a rough estimate of capacity,
One thing ya never hear anyone mention is that under a vacuum gasoline will boil and vaporize under a lower temperature. So it seems to me , to a point the wet flow and atomizing worries might not be _____________ you fill in the blank with your opinion. I have to wonder if this is why some people try E85 in a circle track car and they see no difference. E85 boils at 170°F im pretty sure and the low RPM of these crate motors especially the E85 could be boiling off , expanding and actually choking it off a little. Maybe at the speed in a port it won't have time to boil ??
One day i had about 8 Irish car bombs. Me and my friend tackled our other buddy on the couch, for some odd reason i felt the need to shove my finger up his nose. It started bleeding and i painted it back on his face like war paint. Man i love Irish car bombs...
I believe that you painted the picture it is all a number like an algebraic equation, the various parts variables change but the method is still in a skill set that has to be done and the end it be comparing apples to apples.
That is very good information about swirl I never heard of it and you explain how it works sounds good to me. Also when you mention about know it all peoples who whatever I do know a person who thinks he knows everything and I still to this day try to teach him that he is wrong. Like for example. So we run 2 stroke 500cc engine in a outlaw kart and one of his things was I need to put a 195 in my carburetor just because I am running after market parts on my I was like wait a minute do you even know my carburetor and what type is it and what jet it has now. So I have a Keihin PJ27 carburetor that had a 178 jet. But his carburetor is a Keihin PWK so it's a different carburetor and he runs a 205 to 210 jet in his. So I told him hey I already tested this carburetor in other engines that had those aftermarket parts especially he thinks an aftermarket ignition make a huge difference which I don't believe. And those engines with my carburetor still ran a 178 jet ran perfect. So I ask my engine builder he says don't listen to him just 1 size bigger to a 180 that PVL IGNITION doesn't make it to where you need a way bigger jet also I had aftermarket reeds, extra porting and bigger bore and after all those factors my carburetor still didn't need a 195 jet that 180 jet my engine builder told me to put in it ran perfect. So the point is everything and anything is a different factor like PJ carburetor vs PWK carburetors takes different jetting just that simple so this guy who helps me still doesn't know everything and I ignore him on a lot of things
But I enjoy your videos I learn a lot from you and I want to learn how to do porting especially in a 2 stroke which I know 2 stroke and 4 stroke is totally different but any information helps
You should really be using the term mixture motion for a charge that carries the fuel to the cylinder. This term covers swirl and tumble. Btw i enjoy the vids.
My dumb opinion is, you need enough swirl, not more and more, to make power, just like port size, you need enough port to make power, more or less port, you loose power or low end TQ, all the clear heads, and see through cylinders on running engine videos, can really give you a better idea of what's happening in the running engine, they just don't last long enough to do any real testing, but most are flat head , so it doesn't really help with ohv , but still it can help,
DAVID VIZZARD explain this in multiple videos in detail. HE is an old DUDE been doing it 50 years. Has a UTUBE channel. The guy is an ENGINE genius.
Everything you say is right on the money. Bought a Superfow 600 in 1998 and began using it right away. You are right about taking information. The things it will tell you are really good if you have your eyes open and write everything down!!!! Keep up the good work!!!!!
I have dropped all of my engine subscriptions but Eric, Richard Holdener, and David Vizards. The best thing is that there is a natural teacher at the wheel and after almost 50 years of doing this Eric explains it in a way that I would just be able to answer “ it just does” lol and that point in carbs and EFI is something I have run into so much dogma that doesn’t hold up scientifically. Thank you Eric!
Very good info from hp academy also..Australian.. enough said. Also Charles servidio and Andy at unity motorsports is good too.
VERY good video and well explained. You and David Wizzard make the best cylinder head, intake manifold etc. flow bench and porting videos. Thanks Eric for sharing your knowlegde to all of us.
Another thing to consider that most people forget is that the piston itself is the floor of the chamber and it can also affect swirl. So what is seen on the bench will not necessarily be what the engine experiences because the piston crown is messing with the charge coming in. I do realize that what you are doing is really only looking at the head part of the system, and you've made that abundantly clear. Thank you for sharing your knowledge.
I seem to remember Gale Banks talking about swirl in diesel engines and saying that valve relief Into the piston slows swirl and effects fuel atomization. The piston design can change many things.
I tested some very recent nascar heads. The swirl of those intake ports is ASTONISHING. Its crazy ...one could increase compression in these Nascar engines and put diesel injectors in it and it will run. As I do both diesel and petrol heads...I know what I am talking about.
Anyway for me it ended the endless discussion on all kind of fora etc where people slash each other abour low medium or high swirl and how that effects horsepower. 950 hp , on 95 octane pump gas with 12 compression at 9200 rpm , NA , 850 holley carburetor, no power adders , and ONLY 6.2 liters capacity is just awesome.
Ya know about 7.3 powerstroke heads and helical ports?
Thank You for your explanation of cylinder swirl, I find it to be educational. Didn’t take into account swirl might wash out the cylinder, Hopefully with diesel fuel being heavily oily based that might help with some form of lubrication for diesel applications. Another great video,Thanks Man
@@FatBoy7.3Powerstroke in the Netherlands we dont have a lot of those. I mainly work for tractor pull, auto cross , classic car engines .
But man ...diesel engines can be made real high revving power houses which last and last!
@@FatBoy7.3Powerstroke this is a VW 1.9 litre diesel with head prepped by me. This was a 9300 rpm pull...... 😁😁😁😁😁😁
@@Baard2000 That’s a little crazy for diesel but if it has less mass weight rotating that’s probably a part of why it can get to that level RPMs. Speed of Air pistons might not be of any benefit in that range but they do seem to increase torque down low in the working range of a heavy towing vehicle. Not sure about VW but I’m at 17.5:1 compression and that’s kinda low compared to some other engines but I believe my block would look like a mushroom cloud if I tried to get halfway to 9k RPM! Keep at it, You are in your own league of performance!
I port my own heads and have done it for friends with chevy and olds only. Your videos are very informative. The swirl dynamics you explained between carbs and fuel injection is good. I made a wood spacer with screen in the middle to atomize fuel. Have you ever tested that or seen them used? I agree about the Facebook forum's getting ugly. I've been dogged for trying to help ppl. I like your on humility on yourself. I take in info from multiple views and my 10yrs on the drag strips and do my thing. You've help me many times especially on your video on CC combustion chambers. Thanks!!!
It all comes down to what does your engine need to accomplish what you want it to do. The goal for the engine I am working on is better performance with improved economy. Very different from an all out race engine. In my case sacrificing some cfm for added swirl should be beneficial. Very goog info sir! Thanks for sharing!
On the FE I have gone things on the intake manifold because it is half the head and pulling 1.5 hp per cube from 352 heads with the right touch. The can be amazing because Ford really scienced the architecture of the casting to be able to use different manifolds to run within 100 hp by changing the manifold and cam . Amazing!
More great info as always! Looking forward to learning more about swirl as you go.
Love your wisdom big cheers from Australia ps. just my theory of pulse flow? Bore size x stroke pulse! Or say a dummy block with one rod or two pistons oiled up crank run by an electric motor at any settings of revs could that indicate more accurate flow and swirl in what happens? In a combustion chamber. + testing different dome pistons with com chambers . Anyone try that?
Love Cylinder heads!! But I got to give a shout about I am 100% on board with Andy's custard!!! Hell yeah!! The best!
Enjoy Your Videos .. I've been porting for close to 40 years...your work looks like mine...and we've come to the same conclusions on many subjects...Your a Very good Teacher in my opinion....Do the same with the Alcohol...Special occasions...wife drives....😇.. 👍🏁🇺🇸🇺🇸
I have Ford FE's & am always lookin for a good shop to help me build these things. There aren't many good shops around me. There are a couple that have screwed my stuff up.
I dont drink either
I appreciate you sharing your knowledge. keep up the great work.
Eric does swirl also effect reversion?
I don’t know but in the exhaust direction I have only ever seen really small swirl on the bench but it is just a flowbench.
Is tumble or swirl beneficial to gaseous fuels as well?
If swirl is so important intake ports should be round right ? Most all 4 valve heads have round.
australian made ford inline 6 barra 4.0 dual overhead cam engines had a revision to the heads and cams duo phase meaning one valve opens first on intake and exhaust and then later a head re cast to add a swirl in intake and a 1 cc chamber reduction
182kw 5250 380nm 3250 no duophase og head 9.7 to 1 first gen rods
190kw 5250 383nm 2500 duophase og head 10.3 to 1 first gen rods
195kw 6000 391nm 3250 duophase new head 10.3 to 1 second gen rods
so the felt that swirl on a 2015 or new car needed to be helped including intake update and tune revisons to what is esentially the same engine from 15 years priar
all can be speced with a turbo but that has lowered comp and they also turn off the variable cams on turbo variants
240kw 5250 480nm 2000-4500nm 8.9 to 1 on the low end
to
325kw 6000 675nm 2750
im currently building wiring a few of these engines into cars and i have been watchingin dozens of your videos figuring things out as i can grab different oem to add or take away swirl
some after market cam shafts even add more but im not sure but i also wonder if it helps at higher rpm as its not both springs 100 percent at once its 2 ofset ever so slightly
I have a question for you that there doesn't seem to be a lot of information on the internet. I have a set of Cathedral Port heads that I want to up the compression more than what you can flat Mill and I was curious on two other options. How complicated is it to do a angle Mill. My second question is why can't you weld up some in the chamber?
Thanks for more thoughts, Eric
Nice job Eric, high rpm you are better off with less swirl for the energy conservation you spoke of. Engines that need a wide torque curve seem to like more swirl. Fuel prep is very important when it comes to swirl, if the droplets are too large they will centrifuge out like your diesel example. Backcuts and valve jobs will radically change swirl profile. The charge motion as the piston reaches the quench on the compression stroke is another part of the equation. I like to lower the quench pad to the entrance of the exhaust valve, that causes swirl in the opposite direction of in the intake valve swirl. This causes high turbulence. Checking the burn pattern will give good info. Thanks, Charlie
I don’t like doing that. I have only done that for nitrous applications because it slows the burn down. That’s what I don’t want for na. But if it works for you keep doing it.
@@WeingartnerRacing I would love to do a a b a test on that.
Backcuts and valve jobs change swirl, because better fuel atomization and less swirl/tumble or something what again hard to understand? Thanks more troubles.. where can i research burn pattern? Speedtalk? Thanks 👍
@@juhanahuovinen Check out my latest video. It answers your question.
@@servediocylinderheads Thank you, grazie, kiitos. I appreciate it alot.
Thanks for sharing your knowledge ! Would swirl be affected by having a manifold and throttle body involved? I also hear people talk about wet flow, but that sounds like a tough thing to do accurately . Thanks again, and ignore the FB trolls.
Check out Charles Sevidio for his take on wet flow.
interesting stuff! it sparked a couple of questions for me:
on a recent video you mentioned the swirl direction changed between two valve lift intervals - do you think that might cause any knock-on effects? I have a preconception that rapid changes in airflow are not ideal and generally should be avoided but curious to see what you think.
in my head, that reversion in swirl direction would lead to a point about halfway between the two intervals where swirl goes to zero, so might cause a flat spot in terms of fuel atomisation - but i appreciate this is almost certainly a transient effect so maybe wouldn't be noticeable in a dynamic situation as the valve is continuously lifting or closing.
Would it be more of a concern that the reversion in swirl, or swirl in a given direction, doesn't play nicely with the combustion chamber design i.e. clockwise swirl is good, counter-clockwise swirl is less useful based on the chamber design? Or would it not really matter, as 'swirl is swirl'?
Thank you for the discussion. I love to learn this stuff.
The guys at Holley claim that Hemi stuff is selling faster than ever. The market is there!
Thank you for saying that the carb is atomizing the fuel better than fuel injection. I love watching your videos to get your expertise. I may have different opinions but I appreciate your opinions. A piston only pulls so much before it stops to exhaust, so a constant flow through a cylinder head as with a flow bench can be a bit inaccurate because of this stop and restart of flow. There is a turbulence created within the intake ports during the stop and restarts of flow. I am no professional at this and I would like to know what you think of what I just wrote.
I mentioned that in the video about the bench being static and the engine is dynamic. The bench gives you some information but not all.
Sure would like to see how much swirl a 88-95 SBC swirl port head they do stall out about 400 lift .i put a set on a 79 350 .I slightly modified the Q-Jet and distributor. Stock intake modified to fit. Stock cam This think made alot more low end torque and really started screaming more at 3000. I did have to back the timing down to about 33 degrees .
For me this is one of your better videos, I learned a lot even though I'll never do any of this stuff again. And now you're ready for all the mopar fanatics... I feel for you.
Personally, when l port intake runners l shoot for decent flow and maximum velocity. My “opinion” is porting the runner and bowl for swirl could reduce velocity.
“Large, Tight” quench pads are very effective at creating serious swirl in the combustion chamber.
Love watching your cylinder head vids 😉
Serious question, wtf is frozen custard?? Asking for someone else of course
Fancy ice cream🍦
So if a ls3 head has less swirl because of the injector spray hitting the back of the valve by design for more efficiency. Does it effect it when putting a carb on because the head has less swirl .. and can you port the head to get more swirl .. i run a super victor 4500 carbed
Well communicated. Something I have wondered about swirl is the relationship of piston speed to swirl. I think of it this way: the path from a to b in a straight line vs the distance to travel in a screw or swirl. Any thoughts?
Doing a 360 / 390 FE Stroker right now with Edelbrock Performers RPM cylinder heads.. looking for a rotating assembly.... its a 4.110 bore already, looking at 4.125 stroke... 438 cid for a 70s ford f250 for a customer...
Excellent video. Im glad you share this stuff with average gearheads.
Very interesting as usual 👍
Would you say tumble might be a factor to consider also.
I guess its harder to measure tumbling 🤔
Another great video, Eric! I throw in another vote for the dyno!
Just backing Erick's research. Take a 87-95 tbi sbc head that has half the bowl blocked off. It will have monumental swirl and velocity, but no airflow.
At the end of the day, opinions don't matter experiences do, and I apologize if I ever come across like I know everything, because I don't, but at times I just think. People say things but don't show there work how they got where they are with a specific biuld. I say, teach people with your work and not opinions, just, i guess I kinda thought of you for the longest with more opinions than true situations, as you state alot of opinions and no real work on how you did achieve gains, just a ton of talking after the fact and hard to follow information. You seam like a great guy, but I do appreciate the later videos where you kinda talk about flow and heads on the flow bench and talking about swirl, all this is great information. I just wish you could maybe simplify your content with more footage of actually following all these heads and showing how you get your numbers like which port your on flow in - flow out, display readings, u know, up closer and personal but also kinda overall view on a tripod while your doing your thing etc, I'm working on a few videos myself, and I understand it's not easy including your followers and taking hours out of your day to setup and do a job, I get it. footage can be extremely time consuming. But I really think giving us something to look as your talking, and you having a rough draft of points you want to cover and staying on topic and less branching off to more topics would be pretty cool, maybe a question and answer type deal one day. But maybe this is not your type of thing I understand. I do appreciate your patience and not blocking me because I do appreciate your channel but at times it's hard to take your word as factual when your always talking after the job is done or years ago or something your working on now but don't have time to setup, or when you say your opinion is this or that. At either rate it's late for me and I want too thank you for the time you do invest into all of this. But also bring yourself.
I do have 3 sets of heads, I'd like to send a ported set that I plan to port progressively just to see what effects what. And I can give you a diagram for whats been done to each port and also a Cummins head I may would like to cut up in 6 pieces sense I had to make a repair on it and not sure it'll hold up.
I could work with you to do a short series for those Cummins guys based on what we see on this ported head and a stock one But also the 3 sets of 6g74 dohc heads I have I'd love to work with you prior to porting to see if maybe we can do some sort of showdown kinda thing and see who flows better and most importantly what can we take away from it regardless of who made more flow. I'm wanting to get serious with porting heads instead of doing close friends and my own biulds; I kinda want to start doing this for fun track biulds and for work to make a little money.
Kudo's: it is your channel!
Unity motorsports and charles servidio also. These guys all work together.
Ok
Eric, are you secretly biffed under that hoodie? 😆
Love the videos. Hey how would an amateur porter like myself pursue this as a career or get additional, more formal education?
Look up DAVID lizard. HE has classes. TEACHING and is and automotive engineer, ENGINE builder and so much more. HE has a u tube channel also..
Attend a Darin Morgan head porter class. He is the real deal not just famous.
@@hankclingingsmith8707 I know it's likely just a typo but it's Vizard with a V. Just in case Matt T tries to look him up.
Thanks!
You are Humble which is a good thing you are also compassionate about what you do and know and it shows.
Eric what do you think about port swirl in FI? Low boost high boost whatever. Do you think it helps or hurts at all? I’d imagine it has less effect when you have the denser mass flow.
I think it still has its place but I think it is probably the same balance as na. I need to do more testing to have a good answer on that.
Is there anyway you can flow a head for single 57-63mm bore ?? It doesn't have to be that exact, I'd like to get a estimate of flow, the small engine I'm working on, the cams available are basically all within 1-1.5mm in lift, they all seem to be more like lawnmower cams, not a true motorcycle cam, they do allow it to rev to 10k rpm, but peak power is about 8200rpm I have a larger valve head and thought about trying to get someone to re grind a stick cam, get a bit more duration, and lift, on the stock head, I un shrouded the valves, and ported the head, with a mild haha 😂 cam, it seems to moved the peak up about 500-700 RPM, I'd like to get the peak to about 9400-9600 rpm, keeping as much of the low end TQ as possible, by low I mean 4500-6000, because it can idle at 3k -3500 and not engage the clutch! So it needs to make power from 4k to 9500, +/- 400rpm, I want to keep it under 10k RPM, at 81cc I'd love to see 15hp, I can go to 92.4mm bore, 95cc, but I also have a 150cc I'm boring to 180cc, I want to keep it below 8500-9000, I know you probably don't care about a small engine, just wondering if you could flow a couple heads. To get a rough estimate of capacity,
Love your show love your information thanks Eric
One thing ya never hear anyone mention is that under a vacuum gasoline will boil and vaporize under a lower temperature. So it seems to me , to a point the wet flow and atomizing worries might not be _____________ you fill in the blank with your opinion. I have to wonder if this is why some people try E85 in a circle track car and they see no difference. E85 boils at 170°F im pretty sure and the low RPM of these crate motors especially the E85 could be boiling off , expanding and actually choking it off a little. Maybe at the speed in a port it won't have time to boil ??
One day i had about 8 Irish car bombs. Me and my friend tackled our other buddy on the couch, for some odd reason i felt the need to shove my finger up his nose. It started bleeding and i painted it back on his face like war paint. Man i love Irish car bombs...
Wow an fe head. You struck my curiosity.
Cool vid Eric. Thanks for sharing your experience. Peace
eric i watch and listen to you because i learn so much, thanks so much for your video's.
I believe that you painted the picture it is all a number like an algebraic equation, the various parts variables change but the method is still in a skill set that has to be done and the end it be comparing apples to apples.
Gosh I miss you
LOL. Now people are trying to tell you how to talk OMG !.
Rock-n-ROLL. THIS WAS A GOOD VIDEO 👍🏻👍🏻
That is very good information about swirl I never heard of it and you explain how it works sounds good to me. Also when you mention about know it all peoples who whatever I do know a person who thinks he knows everything and I still to this day try to teach him that he is wrong. Like for example. So we run 2 stroke 500cc engine in a outlaw kart and one of his things was I need to put a 195 in my carburetor just because I am running after market parts on my I was like wait a minute do you even know my carburetor and what type is it and what jet it has now. So I have a Keihin PJ27 carburetor that had a 178 jet. But his carburetor is a Keihin PWK so it's a different carburetor and he runs a 205 to 210 jet in his. So I told him hey I already tested this carburetor in other engines that had those aftermarket parts especially he thinks an aftermarket ignition make a huge difference which I don't believe. And those engines with my carburetor still ran a 178 jet ran perfect. So I ask my engine builder he says don't listen to him just 1 size bigger to a 180 that PVL IGNITION doesn't make it to where you need a way bigger jet also I had aftermarket reeds, extra porting and bigger bore and after all those factors my carburetor still didn't need a 195 jet that 180 jet my engine builder told me to put in it ran perfect. So the point is everything and anything is a different factor like PJ carburetor vs PWK carburetors takes different jetting just that simple so this guy who helps me still doesn't know everything and I ignore him on a lot of things
But I enjoy your videos I learn a lot from you and I want to learn how to do porting especially in a 2 stroke which I know 2 stroke and 4 stroke is totally different but any information helps
You should really be using the term mixture motion for a charge that carries the fuel to the cylinder. This term covers swirl and tumble. Btw i enjoy the vids.
good video mate enjoyed it alot
had to youutube irish car bomb haha
You are on the watchlist now. Be careful about googling it.
Great content thanks for sharing the info, God bless
How to affect swirl
What causes swirl
Many women love the swirl
Some don't
My dumb opinion is, you need enough swirl, not more and more, to make power, just like port size, you need enough port to make power, more or less port, you loose power or low end TQ, all the clear heads, and see through cylinders on running engine videos, can really give you a better idea of what's happening in the running engine, they just don't last long enough to do any real testing, but most are flat head , so it doesn't really help with ohv , but still it can help,
Amen
Nicely done
Okay..
What’s in an Irish car bomb!
By the name it sounds like Irish cream and fireball. But..
Haha..