These ported stock heads bring back memories. I killed a bunch of LT1’s with them. Then I got a set of Twisted Wedge 2.02/1.60 heads. Felt like I was spraying after that. 😁
Same here I went from E7 with 1.94 x 1.6 ported to Twisted Wedges nothing else changed and wow what an increase across the board! Been awhile but it was something 268rwhp to 308rwhp surprisingly torque increased everywhere even down low where I thought the smaller ports of E7 would shine. Absolutely amazed at how snappy throttle response was with TW.
I'm about to port my first set of GT40p heads. Heading to the junk yard to get them. I practiced on my old E7 heads to get a feel for my cutting tools. Great info and I hope I get mine to look kind of like yours :)
Ford’s double humps. Just less machining processes on the Ford vs the Chevy. I used machine SBF cylinder heads for 1.94-1.60 valves, screw n studs, dual valve springs, and gasket match the intake to cylinder heads the right way. Great video and work.
@@jaydollar140 it just depends on the condition of the valve seats. I always bring-grind my 70-60-45-30 degree angles up as far as the valve seat will let me. My goal is to have the 45 degree seat-valve contact area about 0.020-0.030 up from the top of the valve margin on the 45 degree face of the valve. I try to keep my 45 degree grind on the valve seat about 0.020-0.030 wide. I’ll Dikem blue my valve seats and install a valve and check my contact location. Yeah you can lap your valves if you’re just trying to get it running again and your 45 degree valve margins aren’t too wide on the valve seats. It’s not complicated, but trying to explain it on RUclips makes it sound complicated. If you do lap your valves, make sure that you keep the valves that you’re lapping, stay in the same exhaust or intake valve guide hole.
How you figure less machining? The chevy head already flows more stock and has a bigger valve. Hell these ported heads don't flow what stock vortec heads flow.
@@HioSSilver1999 SBC double humps. The spring pads are machined for 1.260. You’ll have to machine for larger diameter springs. Then you have to drill out the pushrod holes to accept 5/16” diameter pushrods. You don’t have to do any of these machine processes on a SBF ford head. Just cut the guide shoulder for dual springs and positive seals. Ford you’ll have to cut the seats from 1.84-1.54 to 1.94-1.60. 69-72 351-W heads. What’s great about Chevy and Ford is that both brands use the exact same dimensions on most of the valve train. I ran Chevy valves on a set of 69 Windsor heads, so the machine process for screw in studs is the exact same process as a set of SBC cylinder heads. More machining on the Chevy and more porting-grinding on the SBF.
@@StainlessTIG2 with all the springs available today there's really no reason to cut on the spring seats. Same goes for the push rod holds.....but it's not really machining to clearance those a little. Nothing a die grinder or drill bit can't handle. Even then all but the most radical builds doesn't need it. Btw....screw in studs were oe on quite few chevy heads. Pinning them is plenty good for most street builds.
I like these heads, nice work Charles. I paused to part 10:10 for a wile. I have an idea how to stop this madness. Radius the top cut between intake and exhaust to prevent fitting a bigger valve! Thank you for sharing, -juhana
I bought a set of ported gt40p heads that has 2.02/1.60 undercut valves, milled .030 to achieve 54cc combustion chamber, flow numbers at .500 are Intake 212cfm and Exhaust 152 cfm. On a stock block 302, .027 headgaskets and I calculated 10.46:1 compression. AFM n41 cam, 1.6rr, Air Gap intake, 650 carb, and 1 3/4 long tube headers. Going into my 71 Ford Maverick. Hopefully get to have it dyno tuned this Spring and see what power it makes.
Airgap flows about 220 cfm by its self. So 220 and 212 cfm together will flow about 180? Give or thake a few cfm. I would get some better flow from the 2.02 intake if you can. Thanks
Gday Charles, A DIY guy here down under. Any chance you could detail out a pocket port on these with factory valves. Im looking for general ID measurements to follow along with. I imagine in the bowl / throat the majority of wins are in the short turn and biasing the port with a little bit of valve guide work? I think these GT40p's are having some what of a renaissance to the DIYers. Maybe even a 5min vid with a scribe pointing to parts of the port and what you were trying to achieve and measurements ect. Regardless really appreciate the information you have shared thus far.
Perfect timing on this video I have the ruff cut almost finished on my gt40p heads getting ready to sand roll. This will really help me with smoothing out. Nothing like your skill level but I didn't hack the heck out of them I might be ok?
The p’s came out in mid 97 explorers. Early ones had the standard 3 bar gt40’s. I’ve taken many off at the junkyard. Maybe someone can chime in or you know when the vortech’s came out. I’m thinking they were earlier.
@@servediocylinderheads how that "dimple or vortex generator" in a flat area changed after you modify this chamber? Just thinking how active that area is after ssr polish. Nice way to mess really good cylinder head like this making a bigger hole there.. 🤣only problem i see holes and nipples in my engines too and they causes me a headache. Ho started drilling holes in to the chambers? DV?
Maybe same guy design the exhaust too, because first time i see like a hole there. Does that equalize velocitys inside the port/makes it like a taller than it is?
Are you going to give the exhaust the "scavenge plateau," and if you do, how close to the gasket line will you bring it? If it came all the way to the line, I can picture it creating a funnel for air in that area as the piston came up....but I have no idea how that would influence the other pathways around the valve for gasses to exit.
They Look Nice. I would leave them alone now and install. Power with ability to get some decent MPG Car geared right . Fuel economy cruising will become important this Summer 2022. Talk Sunday of pump gas 87 hitting $7 per gallon National average ! It's already near $5 per gallon California average. Full out Race I think its impossible to get 15-32 mpg with any Chevy, Pontiac V8, Oldsmobile V8, Buick, Cadillac, Ford V8s , And Mopars.
@@servediocylinderheads I could have ported to 290-310 cfm on my 1971 D-port Factory Iron heads but stopped at 270 Cfm. A little under ideal 91.5% throat to valve face diameter ratio. Going to check DV's way radial off the valve seat clearances around intake and exhaust valves on some other Factory Pontiac iron D-ports I have then my Old Street Race 1970 RAIV 614 heads. 614 RAIV made like no other Factory or Aftermarket heads, so good Guys were running Mid 7's in 1/4 mile with in 1991 in Pro Stock Chassis cars. Stock unported Full Drag Gears 3200 race weight Low 10s and high 9a have been done with Pontiac RAIV.
@@servediocylinderheads I bought another Jaz Racing Fuel Cell 16-gallon for my 63 Pontiac Gp. Going to have 32 gallons total capacity. Its getting about 15-17 mpg average. Cruising 90-100 mpg I think 10 mpg. Floored that 1085 cfm BLP BoLaws I t drinks gasoline like crazy ! Also bought a Classic Instrument 0-30 ohm fuel cell sender. This coming paycheck buy rest of Earl's Race Speedflex PTFE #10AN Plumbing and Ultra Ball Fuel shutoff valve. $500 right there.
@@servediocylinderheads Its so powerful at 270 cfm intake 455 Its twisting up the Factory frame. I bought 4130 Chromemoly. 120" wall tubing 30 feet of. Going to Reinforce the frame underside. Modern No Prep drag car way with a friend his Race Car Chassis shop
I haven't done a gt40 with my flowbench yet. I did a set for big Mike's Lightning Bronco 7 years ago. He paid to have them flowed they were 217/ 149 I think. Stock valve size. I have gotten 289's up to 244cfm. I would probably go for the gt40's.
I just watched a video about how it ruins the Venturi effect when you make the throat too wide, I had already ported my first set of heads pretty much up to the seat, will I still make power or will it be worse than stock? Also, I read that yours supposed to leave the intake rougher, my question is how rough? I hit it with an 80 grit tootsie roll sander and it feels smooth, should I go back over it with the stone?
You can. Clean everything real well. Check guide clearance. A slight wobble on the valve is too much. The spring load needs to be set up right as well.
I have the same heads on my Australian Xr8. Would they ping and dedinate with flatops. They do look like a chev copy that would sidethrust the piston wouldnt it. Im real temped to boss it with clevo 2V closed chambers. What do you think.
I think you are trying to make it run with too much timing!! I have made the same mistake. The heart shaped chamber needs less advance. If you have the quench right it is even less.
@@servediocylinderheadshey Charles. it's just got standard 2002 injection and computer ignition. When these 302 GTP engine get hot they don't like it and stop. I must say, Going from run Clevelands for 25 year to anything else is a headache.
I have a question. I’m working on porting my gt40p head and I blended down the wall for the valve seat , not the actual slanted area that the valve sits in but the wall that would surround the valve when it is in the closed position. My theory was that it would allow air or exhaust gases to enter/exit at a better rate because there’s no longer a sharp cornered wall around the valve. My question is, have I ruined these heads or improved them? And if I’ve caused damage can it be fixed with say a 3 angle valve job?
I've got an UNused set of 25 yr old fully ported 289 peanut chambers, back cut 194/160, unshrouded .200. hardened seats, 56 cc chambers. What do you think of the peanut chambers? No swirl, just tumble, I've heard. DV gets 230 out if them. I'm hoping for 185 👍 Technically they're FREE after 25 yrs. 😁 For the price I'll just run them. Guess I just answered my own question. 😱👍 Thanks for sharing your knowledge.😎
The 289 heads I did for D.V. I got up to 244cfm with a 1.94 and 1.85 valve. I did two sets. I am not sure they are peanut chambers. They were 65 and 66 set. They looked the same. I guess it would depend how big your fingers are!
@@servediocylinderheads 65-66 heads are the peanut shaped chamber. 240 WOW.😱😱 IDK... Can't remember the pinch . 15/16" ? Much better than stock. I can't remember the flows.. I know the 194/160 almost touch. I should get them out and flow them. They are FREE... after 20 yrs. LOL.
I have 2 detailed threads on Speedtalk.com with the full work up on the 289 heads. Do a google search (Carnut1 speedtalk 289) and the threads should come up.
@@servediocylinderheads work great at keeping torque up while increasing hp. 70 Buick gs stage used tall port then gm used tall port on cathedral heads .
These ported stock heads bring back memories. I killed a bunch of LT1’s with them. Then I got a set of Twisted Wedge 2.02/1.60 heads. Felt like I was spraying after that. 😁
I only saw one set of twisted wedge heads. Small intake port.
Same here I went from E7 with 1.94 x 1.6 ported to Twisted Wedges nothing else changed and wow what an increase across the board! Been awhile but it was something 268rwhp to 308rwhp surprisingly torque increased everywhere even down low where I thought the smaller ports of E7 would shine. Absolutely amazed at how snappy throttle response was with TW.
Nice work
I ported a set of these ,added a 1.60 exhaust valve
Standard piston , cam 218@50 rolla
Made 300 rwhp at 6 000 rpm with t5 gearbox
Big Mike broke the t5 gearbox with e7 heads. Tore the ears right off it on a 1 to 2 upshift. We upgraded to tko600. So beware!
Nice work Charles.
I like the shapes.
Great potential.
Great and useful content.
Thank you, EM.
Thanks!
I'm about to port my first set of GT40p heads. Heading to the junk yard to get them. I practiced on my old E7 heads to get a feel for my cutting tools. Great info and I hope I get mine to look kind of like yours :)
They are pretty thick but still be careful not to make them sprinklers
Good story behind these!
Nice numbers for GT40p head
Thanks!
Ford’s double humps. Just less machining processes on the Ford vs the Chevy. I used machine SBF cylinder heads for 1.94-1.60 valves, screw n studs, dual valve springs, and gasket match the intake to cylinder heads the right way. Great video and work.
Should I valve lap them first?
@@jaydollar140 it just depends on the condition of the valve seats. I always bring-grind my 70-60-45-30 degree angles up as far as the valve seat will let me. My goal is to have the 45 degree seat-valve contact area about 0.020-0.030 up from the top of the valve margin on the 45 degree face of the valve. I try to keep my 45 degree grind on the valve seat about 0.020-0.030 wide. I’ll Dikem blue my valve seats and install a valve and check my contact location. Yeah you can lap your valves if you’re just trying to get it running again and your 45 degree valve margins aren’t too wide on the valve seats. It’s not complicated, but trying to explain it on RUclips makes it sound complicated. If you do lap your valves, make sure that you keep the valves that you’re lapping, stay in the same exhaust or intake valve guide hole.
How you figure less machining? The chevy head already flows more stock and has a bigger valve. Hell these ported heads don't flow what stock vortec heads flow.
@@HioSSilver1999 SBC double humps. The spring pads are machined for 1.260. You’ll have to machine for larger diameter springs. Then you have to drill out the pushrod holes to accept 5/16” diameter pushrods. You don’t have to do any of these machine processes on a SBF ford head. Just cut the guide shoulder for dual springs and positive seals. Ford you’ll have to cut the seats from 1.84-1.54 to 1.94-1.60. 69-72 351-W heads. What’s great about Chevy and Ford is that both brands use the exact same dimensions on most of the valve train. I ran Chevy valves on a set of 69 Windsor heads, so the machine process for screw in studs is the exact same process as a set of SBC cylinder heads. More machining on the Chevy and more porting-grinding on the SBF.
@@StainlessTIG2 with all the springs available today there's really no reason to cut on the spring seats. Same goes for the push rod holds.....but it's not really machining to clearance those a little. Nothing a die grinder or drill bit can't handle. Even then all but the most radical builds doesn't need it.
Btw....screw in studs were oe on quite few chevy heads. Pinning them is plenty good for most street builds.
I like these heads, nice work Charles. I paused to part 10:10 for a wile. I have an idea how to stop this madness. Radius the top cut between intake and exhaust to prevent fitting a bigger valve! Thank you for sharing,
-juhana
Fxsdriver plays around with the gt40p heads alot . I think that he got a set to flow 253 In.
@@79beans347 whats that car in your pic? My first car is -79 coupe kadett with 1200ohv engine, but those lines look similar! 😎
I check your channel and answer was there 79 pinto! 👍
@@juhanahuovinen yeah you're right it's a 79 pinto that I'm putting a 347 stroker in it for a fun street car
@@79beans347 hey there! Fancy seeing you here in the comments!
I bought a set of ported gt40p heads that has 2.02/1.60 undercut valves, milled .030 to achieve 54cc combustion chamber, flow numbers at .500 are Intake 212cfm and Exhaust 152 cfm. On a stock block 302, .027 headgaskets and I calculated 10.46:1 compression. AFM n41 cam, 1.6rr, Air Gap intake, 650 carb, and 1 3/4 long tube headers. Going into my 71 Ford Maverick. Hopefully get to have it dyno tuned this Spring and see what power it makes.
It will run well if the intake can keep up.
Airgap flows about 220 cfm by its self. So 220 and 212 cfm together will flow about 180? Give or thake a few cfm. I would get some better flow from the 2.02 intake if you can. Thanks
👍💪. You really need more subs for amount of great info you're showing. Cool stuff.
Come on RUclips Algo get ur act together. 😂
Funny
Gday Charles, A DIY guy here down under. Any chance you could detail out a pocket port on these with factory valves. Im looking for general ID measurements to follow along with. I imagine in the bowl / throat the majority of wins are in the short turn and biasing the port with a little bit of valve guide work? I think these GT40p's are having some what of a renaissance to the DIYers. Maybe even a 5min vid with a scribe pointing to parts of the port and what you were trying to achieve and measurements ect. Regardless really appreciate the information you have shared thus far.
I don't have any in stock, sorry. They are thick enough you can take out .100" just about anywhere and not worry. Thanks
Sounds like Terry knows what he's doing.
No doubt
Great video .Did you do any valve unshrouding to the chamber ?
A little.
Perfect timing on this video I have the ruff cut almost finished on my gt40p heads getting ready to sand roll. This will really help me with smoothing out. Nothing like your skill level but I didn't hack the heck out of them I might be ok?
Nearly all my work is burr. The only part that gets sanded is the ssr. They will be fine and make good power.
That's right I remember you saying that in a previous video that you dont sand much. Thanks for the help and the visuals of how it should look.
@@VictorSanchez-kp9nt np
The p’s came out in mid 97 explorers. Early ones had the standard 3 bar gt40’s. I’ve taken many off at the junkyard. Maybe someone can chime in or you know when the vortech’s came out. I’m thinking they were earlier.
1996
@@brracing7861 yes, but the the 4.3 Vortec chamber is very similar almost identicaland that was 88 I believe for the first iteration of it
@@shaadydog1 I think your Correct. Vortech name 1st developed and used the Chevy 4.3 liter V6 engine.
I have not seen a 3 bar GT40 in many years.
Nice work. Lot of improvement over stock. What kind of compression can you make with flat tops? Those chambers look big.
They are only a few cc bigger than stock.
I have no problem increasing chamber size if it increases air flow.
@@servediocylinderheads how that "dimple or vortex generator" in a flat area changed after you modify this chamber? Just thinking how active that area is after ssr polish. Nice way to mess really good cylinder head like this making a bigger hole there.. 🤣only problem i see holes and nipples in my engines too and they causes me a headache. Ho started drilling holes in to the chambers? DV?
Maybe same guy design the exhaust too, because first time i see like a hole there. Does that equalize velocitys inside the port/makes it like a taller than it is?
@@juhanahuovinen No that was another guy. Name starts with an F?
Are you going to give the exhaust the "scavenge plateau," and if you do, how close to the gasket line will you bring it? If it came all the way to the line, I can picture it creating a funnel for air in that area as the piston came up....but I have no idea how that would influence the other pathways around the valve for gasses to exit.
These will get a small plateau.
😂 is that the DV drill a whole in the ground strap trick I see ?
Thst is a stock hole. If D.V. drilled it it would cost!!
At what point do you start tubing the pushrod holes and head bolt holes on a head?
When you need the area. The pinch calculates up to 251 cfm according to area now.
They Look Nice.
I would leave them alone now and install.
Power with ability to get some decent MPG Car geared right .
Fuel economy cruising will become important this Summer 2022.
Talk Sunday of pump gas 87 hitting $7 per gallon National average !
It's already near $5 per gallon California average.
Full out Race I think its impossible to get 15-32 mpg with any Chevy, Pontiac V8, Oldsmobile V8, Buick, Cadillac, Ford V8s , And Mopars.
The Chevelle used to get 17mpg. No overdrive. Early 90's 383, full roller, fuel injected. 2800 stall.
Leave them alone? Haha, they were fine but I decided to do some more because I can't help myself.
@@servediocylinderheads I could have ported to 290-310 cfm on my 1971 D-port Factory Iron heads but stopped at 270 Cfm.
A little under ideal 91.5% throat to valve face diameter ratio.
Going to check DV's way radial off the valve seat clearances around intake and exhaust valves on some other Factory Pontiac iron D-ports I have then my Old Street Race 1970 RAIV 614 heads. 614 RAIV made like no other Factory or Aftermarket heads, so good Guys were running Mid 7's in 1/4 mile with in 1991 in Pro Stock Chassis cars.
Stock unported Full Drag Gears 3200 race weight Low 10s and high 9a have been done with Pontiac RAIV.
@@servediocylinderheads I bought another Jaz Racing Fuel Cell 16-gallon for my 63 Pontiac Gp.
Going to have 32 gallons total capacity.
Its getting about 15-17 mpg average.
Cruising 90-100 mpg I think 10 mpg.
Floored that 1085 cfm BLP BoLaws I t drinks gasoline like crazy !
Also bought a Classic Instrument 0-30 ohm fuel cell sender.
This coming paycheck buy rest of Earl's Race Speedflex PTFE #10AN Plumbing and Ultra Ball Fuel shutoff valve. $500 right there.
@@servediocylinderheads Its so powerful at 270 cfm intake 455 Its twisting up the Factory frame.
I bought 4130 Chromemoly. 120" wall tubing 30 feet of.
Going to Reinforce the frame underside.
Modern No Prep drag car way with a friend his Race Car Chassis shop
Hi Charles, between the GT40 vs 289 head, which head will be the better performer after porting. Thank you.
I haven't done a gt40 with my flowbench yet. I did a set for big Mike's Lightning Bronco 7 years ago. He paid to have them flowed they were 217/ 149 I think. Stock valve size. I have gotten 289's up to 244cfm. I would probably go for the gt40's.
Do you port for customers?? Looking for a good porter for 3800 supercharged heads??
I have no experience with those heads and I am not cheap. If you are ok with that contact me at charlesservedio@gmail.com. thanks
I just watched a video about how it ruins the Venturi effect when you make the throat too wide, I had already ported my first set of heads pretty much up to the seat, will I still make power or will it be worse than stock? Also, I read that yours supposed to leave the intake rougher, my question is how rough? I hit it with an 80 grit tootsie roll sander and it feels smooth, should I go back over it with the stone?
It depends what the throat ratio is. I like a rough texture. 40 grit rolls.
@@servediocylinderheads it’s a set of gt40 heads for my 351
@@talanyarger1635 Measure the throat ratio.
Nice ! I just pick up so gt40p heads they are apart . The guy didn’t number the valves can I just put them back together?
You can. Clean everything real well. Check guide clearance. A slight wobble on the valve is too much. The spring load needs to be set up right as well.
Should I valve them first?
@@jaydollar140 I don't know what that means.
@@servediocylinderheads lap the valve’s
What's a good compression to run with the ported gt40p?
Be sure it matches your cam and rpm.
I have the same heads on my Australian Xr8. Would they ping and dedinate with flatops. They do look like a chev copy that would sidethrust the piston wouldnt it. Im real temped to boss it with clevo 2V closed chambers. What do you think.
I think you are trying to make it run with too much timing!! I have made the same mistake. The heart shaped chamber needs less advance. If you have the quench right it is even less.
@@servediocylinderheadshey Charles. it's just got standard 2002 injection and computer ignition. When these 302 GTP engine get hot they don't like it and stop. I must say, Going from run Clevelands for 25 year to anything else is a headache.
@@michaelgiglio1571 Sound like you were spoiled...
Sbf built right is something else. They do just about everything well if done right. Just sayin.
@@servediocylinderheads what.
I have a question. I’m working on porting my gt40p head and I blended down the wall for the valve seat , not the actual slanted area that the valve sits in but the wall that would surround the valve when it is in the closed position. My theory was that it would allow air or exhaust gases to enter/exit at a better rate because there’s no longer a sharp cornered wall around the valve. My question is, have I ruined these heads or improved them? And if I’ve caused damage can it be fixed with say a 3 angle valve job?
Depending on the distance and the angle. No way to tell without testing. I doubt they are ruined. I deshroud around the valve quite a bit.
I've got an UNused set of 25 yr old fully ported 289 peanut chambers, back cut 194/160, unshrouded .200. hardened seats, 56 cc chambers.
What do you think of the peanut chambers? No swirl, just tumble, I've heard.
DV gets 230 out if them. I'm hoping for 185 👍
Technically they're FREE after 25 yrs. 😁
For the price I'll just run them. Guess I just answered my own question. 😱👍
Thanks for sharing your knowledge.😎
C6OE-M peanut chambers
I can easily get my finger in the pinch.
Technical enough?? 😁😁😁
The 289 heads I did for D.V. I got up to 244cfm with a 1.94 and 1.85 valve. I did two sets. I am not sure they are peanut chambers. They were 65 and 66 set. They looked the same. I guess it would depend how big your fingers are!
@@servediocylinderheads
65-66 heads are the peanut shaped chamber.
240 WOW.😱😱
IDK... Can't remember the pinch . 15/16" ? Much better than stock. I can't remember the flows..
I know the 194/160 almost touch.
I should get them out and flow them. They are FREE... after 20 yrs. LOL.
I have 2 detailed threads on Speedtalk.com with the full work up on the 289 heads. Do a google search (Carnut1 speedtalk 289) and the threads should come up.
What was the flow numbers?
Near the end of the video.
@@servediocylinderheads I'll look again
@@servediocylinderheads do you port the 4.6/5.4 pi heads?
@@19jody72 I have no experience with them.
@@servediocylinderheads OK bud...appreciate the reply
Just raise the roof and lower the floor.
Think so?
@@servediocylinderheads work great at keeping torque up while increasing hp. 70 Buick gs stage used tall port then gm used tall port on cathedral heads .