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Really interesting to see that dramatic effect from the finish. Makes me wonder after its run a few thousand miles and got some deposits how it effects the flow.

🔔😎🇺🇲 Im always trying to learn. I will never use the info but I am motivated and enthusiastic to learn. You young guys never fail to amaze me.👍👍😎 YeeeeHaaaaw!!!

Great work as always viids are lots better ..thank you for everything

Pm rods are cracked cap

Awesome job Charlie. I did watch DVs video on the Ford single plane mods and took alot of notes. But I am afraid to use Epoxy on a drag and drive car.

12:5:1? On EFI you can just about do it. To make 500hp you need to make ~320ft/lb of torque at 8,000rpm. The most torque you can pull out of this motor would be ~440-460ft/lbs assuming the ideal max of 1.7ft/lb per CI.

Hey, just curious you happen to try and flow it with that spacer flipped over the other way with the taper up ? I run the tapered spacer flipped over on a 383 with an Edelbrock air gap and it made a world of difference in power. Just curious how it would flow with the spacer flipped upside down. After adding a flipped spacer, I had to go up 2 jet sizes on the primaries. Car feels like it picked up 25 to 30 hp just from adding a flipped spacer.

Will a sand paper roll finish flow better than chatter bumps?

Great job! Powdered metal is pressed and then sent to the oven. They can also heat treat certain mixtures. It works great for mass production complex parts.

Powered metal has been around for a long time and making bushings is great because it can be made to hold lubricant in the pores. Connecting rods are in a different league, it seems like skating on thin ice for racing.

Hi Charlie. You got to love it when a "mistake" results in an improvement. Thanks for the videos. Andrew

Thank you for showing the open spacer.. for a novice like myself, it’s safe to say that in this case either spacer would help but the 4 hole was better… excellent work, really enjoy the videos

I wonder if the valve guide boss is what's making the center of the SSR fast. Since the area between the guide boss and SSR is smaller than the sides of the roof relative to the SSR. That extra area could be the speed discrepancy, and for all we know, the altering of the flow by the guide helps it stay attached down the center of the SSR, so it may be ok. The guide acting as a down sloping turning vane of sorts.

I have real word experience with what happens when you lower the short side to much on a rec port LS, that was 7 years ago, the year after I caught the video with Darin and the chassis dyno results mad sense.

Hello everyone, I am the creator of these templates. Some things to consider that I will add to future sets. The A is for align the G is for grind.

Nice to get a little more info on combustion chamber stuff, makes this a special bonus issue.

I keep chewing up the valve guide vein with the carbide. Do you grind one side from different ends to not have the carbide climb over? Just thought of that. Some of them ended up with gouges on the edge of them half way down.

👍💪

That thing is going to make some JAM!!

Very eye opening, how the port and chamber angles all have to play nice with each other. This actually confirms a theory I have about underbody aerodynamics on race cars, because there's very sensitive areas much like in cylinder heads. And getting angles correct in those areas have massive implications for overall performance. Just slight changes can have a big impact.

Yo Charlie, quit being an "amateur" and use spell check😂

Less layback qnd more width....drop the radius on the curved side of the port. More bowl would be nice too.

How do you know how far to go from the center of the valve when scribing the chamber cut?

What would happen if the LS heads would have good swirl numbers? I think it would work great. Unless there is something I'm not thinking of. Thanks Charlie.

Form over finish?

Very interesting this was worth tuning in for.

@5:48, before even looking at the air speeds, I bet it flows more, I can tell by the light reflection, it shows 2 steady streams instead of what the other port showed with the recirculation. I bet there's still noise though. I can see some airflow detaching around the plug boss.

I wonder if the same thing would happen here like it did with the Ford head, where you angled the fin, so that it was concave towards the center of the cylinder. Just curious if that ends up biasing more flow towards the cylinder wall side. You'd see it if the swirl picks up because the flow would wrap around instead of pour straight into the plug region. Although that may have a negative impact on flow, I don't know too much about these heads, and more swirl isn't always more better.

Would testing air speeds at .400" lift show where to cut for more flow at .500" lift?

what are the gains over factory heads? the LS3 i think it was called flow near 320 cfm or more as cast. Also noted that ports are huge so a camshaft must be designed so.

I have a 6 liter with ls3 heads on it. We caught a cylinder on fire running with the plug out. When the piston came up and pushed the flame out of the plud hole it was spinning and fast. Seeing that was impressive to say the least.

Qcfm wise he is right on target for 700+ hp na

Looks like L. I. Charlie did a good job. I never understood why the manufacturers don't design them to make swirl. I bet we will see his car in the guys from New York you tube racing channels

The reflection on the exhaust is showing you why it's slow on the floor. You're getting a little recirculation from the valve guide. That's probably the noise you hear, at higher lifts the bubble re-attaches downstream but adds a fair bit of drag. At lower lifts there's not enough rotational energy in the vortex to keep the flow attached downstream.

That's quite interesting, it has swirl at low lifts then turns into a straight tumble port.

I hope you tried a radiused margin on that thick exhaust at some point, I guess I will find out as I continue to try to get caught up on videos. Nicely done certainly way better than when you started!

The gaskets dont line up because they put the holes in the wrong spot. This has been going on for a long time now and they haven yet to correct the problem ether. Also sorry im a year late to the party iv been watching from the beginning so if there is an answer in a future video i apologies.

Nice!

Thanks Charles, I'm always interested in the minor changes possible by using open or closed spacers and appreciate the detailed information you provided.

Its hard to explain with out showing a photo but ive also seen those open plenum intakes respond well to a modified 4 hole spacer plate. you cut out the + shape divider in the middle of the spacer leaving an open 4 leaf clover shape or half circles in each corner improving flow ect

Port matching, not gasket matching. Yes ! .030 smaller on the intake, yes ! The moves at the start of the runner, brilliant. Pretty much need a flow bench for that. I really need to get mine done. The visual appearance is only for sales, not performance.

What brand is your valve opening fixture?

The intake side looks great. Can’t wait to see how you fix the exhaust.

Please point me the way where I can buy some of that "superstock bronze" that you mention at 3:00. Also, please point me the way to where I can learn how to apply that. I am very interested in that. I am in the process of porting/polishing a 4.0 head right now. I have not started the intakes yet and have only smoothed the exhausts....so nothing major yet.

I think the wash of numbers on the ported airgap curve is because the intake is better.

do you have to be in the industry to go to pri and how much is addmission?

Me personally, I'll give up 3 CFM to run say 11:1 over 10.4:1 compression ratio, all day every day. A better atomized air fuel mixture is going to tolerate that bump in CR and swirl is what helps fuel mix in the chamber. Anything that helps that fuel stay nice and atomized will help you bump up CR, which ultimately means more power and efficiency within reason.

I like the swirl curve on the Wilson 1" spacer, that one probably would promote more consistent combustion. That would be my pick.

Hay Charles. I didnt know the history of the ford race intake. Shelby or the cobra variation. After looking more...i believe they also used a Q intake with a masive plenum. Sorta like a 2 pc plate. It was used on GT40 cars. If your customer is looking to match the same performance. That intake made by Shelby addressed the imbalance issue.

that last long runner is making you work for it Charles. I wanted to ask about LS cathedral and just super Vic and big single planes in general, how can u port them there so open anyways beside port match and plenum volume is there much in them? like what would be worthwhile for a amateur to do