***Post Pics of what you are working on**

General engine tech -- Drag Racing to Circle Track

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williamsmotowerx
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Re: ***Post Pics of what you are working on**

Post by williamsmotowerx » Tue Nov 14, 2017 1:46 pm

What type of cooling passages are in billet heads like that? Or are they strictly drag racing and they're not important?

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Re: ***Post Pics of what you are working on**

Post by JoePorting » Tue Nov 14, 2017 3:50 pm

It'll have full cooling holes drilled in it. Two 9/16 holes will be drilled end to end below the exhaust ports. A 3/8 hole will be drilled end to end above the exhaust ports, and a 3/8 hole will be drilled end to end under the intake ports. Holes will be drilled from the deck to the main end to end holes, and return holes will be drilled from the end to end holes to the two main outlet slots where the manifold is. Then they'll be one large hole drilled from the deck behind the two inside exhaust ports to another hole drilled from the center intake.

In all there will be over 50 holes drilled. My CNC guy will have a heart attack.

But if the head is as successful as I think it will be, I'd like to go straight into tooling to get a casting made up.
Joe Facciano

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Re: ***Post Pics of what you are working on**

Post by turdwilly » Tue Nov 14, 2017 4:15 pm

Thanks Mark I see that now. I had read through his posts quickly & just missed that. While that is certainly very long, it's not as long as I thought it was going to be (that's what she said) :roll:

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Re: ***Post Pics of what you are working on**

Post by MTENGINES » Wed Nov 15, 2017 2:37 am

David Vizard wrote:
Sun Nov 12, 2017 1:46 pm
MTENGINES wrote:
Mon Oct 30, 2017 12:38 am
Carnut1 wrote:
Thu Oct 26, 2017 7:01 am
1025171947a.jpg Gearing up for my next thread. Sohc counterflow port design project. DV's flowbench program will be a big help in this project. I love a challenge so this will be fun. Thanks, Charlie
I'm not trying to discredit you or DV.. but how about you build something. Post your results, then modify it again to show your results. Vs show what a program will do. I have used pipemax to find out an engine wanted different frombwhatbwas suggested . Try things. I don't post much but nit doesn't mean I don't know much.

I can tell you there are simple formulas you can apply based on real world data, if you build and dyno/race stuff. but a dyno mule rarely wins an event. So who cares what that data is. Learn what can be done with a casring. It is what it is. That's why we have aftermarket castings. Because stock can't be modified enough.
Mr. MTENGINES Sir,

What exactly would preclude 7 sets of cylinder heads test (scheduled post Christmas) on a 347 SBF each with two different intakes from being categorized as 'trying stuff?? I am doing this all the time - that's how I make my living!!!

Also my results are posted or made public as it would serve no purpose to me if they were not.

Yes there are simple formulas out the that have been around for years, I prefer to put a lot of effort into advancing the 'state-of-art' that's why I have been granted so many patents. As for winning a race with a dyno mule - done that and and positively kick butt.

Would you like to hear the story of the race winning (lapped all but second place) engine I had protested by all the field bar one? This engine was 240 cc too small for the class but that was only a part of it. The events that surround that protest makes for one heck of a tale but maybe not for here.

Right now I have about 5 engines going through the shop - all being used to test something or other for editorial purposes.

Honestly I would like to have more time to devote to these builds but in a way time that I have lost to such work has been mostly caused by you. I have spent literally hours and hours trying to get my cuttered ports to look as good as yours. You need to stop posting pics of those 'super ports' as all it does is keep moving up the bar for the rest of us(except maybe for Charlie)!

DV
I'm not knocking anyone's work. Actually I like to see this kind of dedication. That being said, a problem I see with people that use a flowbench to port heads, is the variance from someone else's numbers. 2 calibrated sf600 can show different cfm numbers. That being said a happy bench the shows 15 extra cfm will make a port appear faster. You can ruin a head by chasing a number.

Find out on your bench and your sizing and numbers what your engines will make and that will put you way ahead of the internet flow numbers and exagerated hp claims. A number is only meaningfull of its repeatable and tested against a control.. this is hard in motorsports. Too many variables.

I think Charlie has the ability to become very good at this without a flowbench. In his research the flowbench shows him where grinding will pick up flow, and at the same time where grinding can reduce velocity. Like frankshaft said in a post a while back, a flowbench is a great intermediate tool. When you do enough heads, you can pretty much look at it and see where you need to grind or add. If you want to verify via flow bench that's great. But ultimately it's what it does to the car. My prices are modest because I don't normally do a flow study, until Maybe the second season rebuild. I can make more money in other places vs charging flowbench time.

I can't wait to see how your studies go. MT

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Re: ***Post Pics of what you are working on**

Post by David Vizard » Wed Nov 15, 2017 5:42 pm

Mr. MTENGINES,
YOU POSTED THIS A SHORT WHILE BACK:-
I'm not knocking anyone's work. Actually I like to see this kind of dedication. That being said, a problem I see with people that use a flowbench to port heads, is the variance from someone else's numbers. 2 calibrated sf600 can show different cfm numbers. That being said a happy bench the shows 15 extra cfm will make a port appear faster. You can ruin a head by chasing a number.

Find out on your bench and your sizing and numbers what your engines will make and that will put you way ahead of the internet flow numbers and exagerated hp claims. A number is only meaningfull of its repeatable and tested against a control.. this is hard in motorsports. Too many variables.

I think Charlie has the ability to become very good at this without a flowbench. In his research the flowbench shows him where grinding will pick up flow, and at the same time where grinding can reduce velocity. Like frankshaft said in a post a while back, a flowbench is a great intermediate tool. When you do enough heads, you can pretty much look at it and see where you need to grind or add. If you want to verify via flow bench that's great. But ultimately it's what it does to the car. My prices are modest because I don't normally do a flow study, until Maybe the second season rebuild. I can make more money in other places vs charging flowbench time.

I can't wait to see how your studies go. MT


Can I give you a call here as I have some questions the answers to which might help me get my cuttering better. Charlies been a help here but the more input I get the better. Also I would like to get your thoughts as to just how far I should go in my editorial work when describing head work that can be done without the aid of a flow bench and still produce results.

Can you PM a # and a good contact time.

Look forward to a good talk here.

DV
David Vizard Small Group Performance Seminars - held about every 4 weeks. My shop or your shop. Contact seminar organizer at marvingvx@gmail.com for details.

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Re: ***Post Pics of what you are working on**

Post by David Vizard » Wed Nov 15, 2017 5:48 pm

swampbuggy wrote:
Mon Nov 13, 2017 10:18 pm
Mr. Vizard, would you mind saying (telling) us what the M.C.S.A. of the intake port was on that 18 deg. GM head when it flowed 367 at .800" lift ? Thanks Mark H. :)
Mark,

A quick measurement makes it out at about 2.77 Sq/Inches .

Will see if I can confirm that this weekend.
DV
David Vizard Small Group Performance Seminars - held about every 4 weeks. My shop or your shop. Contact seminar organizer at marvingvx@gmail.com for details.

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Re: ***Post Pics of what you are working on**

Post by MTENGINES » Sun Nov 19, 2017 1:38 am

David Vizard wrote:
Wed Nov 15, 2017 5:42 pm
Mr. MTENGINES,
YOU POSTED THIS A SHORT WHILE BACK:-
I'm not knocking anyone's work. Actually I like to see this kind of dedication. That being said, a problem I see with people that use a flowbench to port heads, is the variance from someone else's numbers. 2 calibrated sf600 can show different cfm numbers. That being said a happy bench the shows 15 extra cfm will make a port appear faster. You can ruin a head by chasing a number.

Find out on your bench and your sizing and numbers what your engines will make and that will put you way ahead of the internet flow numbers and exagerated hp claims. A number is only meaningfull of its repeatable and tested against a control.. this is hard in motorsports. Too many variables.

I think Charlie has the ability to become very good at this without a flowbench. In his research the flowbench shows him where grinding will pick up flow, and at the same time where grinding can reduce velocity. Like frankshaft said in a post a while back, a flowbench is a great intermediate tool. When you do enough heads, you can pretty much look at it and see where you need to grind or add. If you want to verify via flow bench that's great. But ultimately it's what it does to the car. My prices are modest because I don't normally do a flow study, until Maybe the second season rebuild. I can make more money in other places vs charging flowbench time.

I can't wait to see how your studies go. MT


Can I give you a call here as I have some questions the answers to which might help me get my cuttering better. Charlies been a help here but the more input I get the better. Also I would like to get your thoughts as to just how far I should go in my editorial work when describing head work that can be done without the aid of a flow bench and still produce results.

Can you PM a # and a good contact time.

Look forward to a good talk here.

DV
Yes, I will pm you.

But also, I would prefer not to give away what separates my work from others.

My finish works on my port shapes, will it work on others? I'm not certain.

But to feature my work to entry level or intermediate head porter is unfair to me, as it took me some time to dial in what I do. And I learn on every set of heads I do, how my calculations and shapes can be improved or not. In this field you know, what works on a stock car won't work on a pro stock.

That being said, I can give you insight, but without application, i'd be fooling you.

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