Chryslers strangely popular
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- Опубликовано: 17 сен 2024
- In this third video of the series we start from where we left off. Stock 1.78 intake valve with a stone performance 5 angle valve job and chamber deshrouding.
I move to moderate guide profiling followed by a flow test...then I cover what many DIY'ers do "light blending" of the lower angle to show how that influences the ports flow characteristics. My attempt at a "one size fits all" video series. So if you ever wanted to know... you'll likely find it in this series.
Part 4 we will size the throat, bowl and test..followed by ssr/common wall.
Some of the best porting videos I've seen. It's hard to actually show how you do what you're doing. Your efforts are appreciated
Awesome series..... cant wait for #4 😉👍
Mopar used to sell these heads ported and with larger than stock valves. They said they made more power than stock 340 heads, but that was about all they said about them. I liked the fact they still used the shaft-mounted rocker arms.
Thanks for sharing this great video
Thanks. I should have the next video up in a day or so.
Amazing help these videos. But what happened to part 4? I only see 3 and 5
I did the same exact thing to my ssr on my 163 heads. And I don't even have a flow bench. Someone else did the vj on those heads so I just blended in and took out the valve guide.
Funny thing with cylinder heads is you can copy what you see but it can still flow inferior to what you copied... and you need a flow to see and know it. Doing videos and tutorials on old factory cast iron is a bit of a learner and burner. The core shift is terrible. One port will do well with little work while the next takes working the ENTIRE port because it happened to be smaller and shifted off one direction. So passing on simple measurements is still a dice roll when it comes to results. These 302 heads start 5 or 6 cc's smaller intake than a 920 or 675,234 etc casting...so they are MORE work to make good to start. Decent is easy..just a nice v j and chamber blend/deshroud, done. You'll notice that when I do the multi-angle valve job in this that I don't use the lower angle in order to size the throat yet because the port and bowl is so damn small that I would immediately have to do work to blend the ledge it would leave in the bowl...leaving the step by step lost. Also the idea is to blend the valve job to the actual size of the bowl....remember, shape is everything. It may not be this or that size but it may happen to be shaped just right for the rest of the port and work well.
Interesting about the higher flow but that it went turbulent sooner with just that very small change.
The ssr wasn't wide enough and shaped right to hold it. What you have is the dog leg wall and dogleg side short turn at the dl wall yanking the air off the straight side. And once you work that side too much you can see the same thing happen in reverse, straight ribs dogleg...the merge causes a collision of the air between the 2 and roof/mid coming down.
Nice going, thanks J
Look forward to your next video. Would you care to do a set of 413 heads I have?
I can, which 413 head? As for this series.. I'll be bouncing back to this #302 with a basic port job numbers and flowing with the 1.88 and proper valve job...then build from there...so next one is soon to be on its way. Thanks for your interest.👍
@@1WILDsMoPARtech 413 industrial RV engine head casting 943. Small runners tiny valves 1.88 and 1.5. Going on a 440 shortblock build for my motorhome all about torque engine will be done by 4500rpm.
@@ericj3112 I thought they were 2.08 1.60. Small ports work well sub 4500 rpm
@@1WILDsMoPARtech These are a different animal. 1.5 exh with 7/16 sodium filled stem. 90 cc Closed chamber head. Hardened seats installed from factory. Water pump housing bolts directly to the front of the heads on these. Wondering if it would be worth stepping up intake valve size, but married to the exh bc of sodium.
The 89 Shelby Dodge Dakota used these heads, I think. [ I looked into it because there was an engine for sale near me pulled with low miles thirty odd years ago! ] Car and Driver got 0-60 in 8.7 and 1/4 mile in 16.5 at 82 with 3.90 gears with limited slip and a 4-speed automatic with high stall converter. Compression was 9.2:1 with flat top pistons. Weight was 3,610 pounds from one source who also said 0-60 came in 8 seconds flat. I don't know what cam they used, but I'm pretty sure that the stock heads were *not* helping! I was messing with an online compression calculator and, although I don't know the thickness of the factory gasket, in order for the factory compression ratio to be 9.2:1, the piston must be "in the hole" quite a ways and the squish distance (from the piston to the head surface) would have to be about .085". Assuming the specified 318 deck height, rod length, and stroke, I found some KB Hypereutectic pistons would be .012" below the deck. With a .028" gasket, that would bring compression to 9.58 to 1 and the squish/quench would be .040". But wait, the newly unshrouded chamber is likely to be larger than 63cc...
A friend of mine watches DVs vids and he pointed out the dodge 2.2 turbo and what DV did with those heads n regards to your comment on my approach. I haven't seen the vid but rumor has it he does the same as i. C&D I never read. Magazines I followed when I was young were Mopar Muscle,Mopar Action ,HP Mopar ,cars magazine n stuff like that. Like I said I still have them in boxes put away. The heads were a smog piece. Magnum heads same. Any closed chamber head I've ever used needed less timing, that's a trait.. even less timing when you get the quench tight..and depending on the octane. I've done open chambered step head quench motors that I really am fond of and the flats and closed.. one is easier than the other..but I like an open chamber head, or have least have no problems with them. Pick the right parts n pieces and it can all be made to run reeeeeal good ...even better if you know how to tune a carb and read a timing light-most of peoples problems outside of no degreeing the cam... is tuning.
@@1WILDsMoPARtech I watched one of DVs videos where he messed with a vortec head. There was only one area in the outside corner of the closed portion of the chamber that he said not to touch because doing so would partially defeat the direction of the incoming charge spiral. Otherwise, that vortec head look very unshrouded, and very much like your chamber.
@@dahut3614 fwiw I have opened chambers to the point of a flow loss. It is real. Darren Morgan has some great tech vids. If you haven't already watched them, do.
@@1WILDsMoPARtech Wow, Darin is on a whole other level! I watched all his videos and about five hours of livestream Q&A-so far. Thanks for that!
@@dahut3614 Good to hear.
I've been thinking, and by my calculations, at 5200 RPM, assuming an absurd 100% efficiency, a single 318 cylinder would only suck 59.8 cubic feet per minute. It doesn't sound like much, but since it's only actually sucking for a quarter of the time, we'd need an average flow rate of 236 cfm. So realistically, for what RPM would we build with this head? I'm guessing you weren't kidding when you said 4000!
I think I know, *we wouldn't!*
The Indy LA-X heads look a lot better on paper compared to these heads. Have you messed with any of those?
-Specifically for a 318 because they come with 1.92" intake valves-
can't hear
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