Thanks mate, the 290 in my GT is still together. This is a boss260 head I'm looking to convert to 290 spec+porting. They will find their way onto the GT too with larger cams 😁
@@GapSauceRUclips I am quite keen you've done a very stirling job with the first cylinder now you've got another 7 pots to go. But I reckon you should notice a sight improvement with responsiveness aswell with that new intake plenum it should now breath like a charm.
@@queenslandballistics2987 Thanks mate, It's a fairly basic port job. Nothing extreme but it will definitely outflow the factory ports so I'm happy with any gains I make. The plenum and throttle bodies should help me get the most out of the heads too yes. I definitely noticed a nice gain in midrange and the power carried higher even on the factory heads/cams. Do you have a car you enjoy?
7 to go, and all the exhaust ports, chambers and then the intake manifold too 😁 Not to mention if I need to make changes to the port I've done. It's a real process, but well worth it for the extra potential imo. I'll be matching them all the way 🙂
Thanks mate, In this video, its a twin 3inch custom exhaust with xpipe and a single straight thru muffler. It needs a varex to drive on the street with this system on the car as its super loud and my neighbours don't share my enthusiasm 😅
This is a hot piece of work, mate. I'm new to the 5.4 scene as I love the sound of them. Sadly I bought a boss 260 with a burnt valve. Might put a dent in the wallet?
Interesting, I don't think I've even seen someone port & polish a Boss head. Your car fucking hammers, my FG XR8 has a few bolt-ons and is probably not that far behind in power but it has the stock 3.46 diff and is way slower down the quarter. Guess those 4.11s really make them fly. Looking forward to part 2 and the flow test results. Thought about P&P'ing the intake runners?
Awesome mate, is it the manual FG? It should have 3.73's from factory as far as I know. The 4:11's were a massive change to performance for me 🙂. As far as I know, the intake manifold outflows the ports, but I'd like to check that and have it flowed myself, it will get a port match at least, probably a clean up too 🙂
@@GapSauceRUclips Yes it's a manual. According to my workshop manual FG V8 manuals are 3.46 and of course the autos are a 2.73 final drive. I thought about 4.11's but the car does a lot of highway miles and I like it idling along. Video somewhere of a US bloke testing a bunch of modular intake manifolds on a 5.4 Lincoln and he rated our Boss manifolds very highly. They're a good bit of gear.
@@fnp865 I know the BA/BF manual are 3.45's but I was sure FG made the switch to 3.7s. What does the manual say for the manual turbos, and the stick in your driver's door hinge? I didn't really notice much of a change change to economy going to 4:11's which surprised me. I did a 1300km round trip for my break in it no worries. Still 10.5-11.5L/100Km
@@fnp865 That would be Richard Holdener. He has a great channel, I'd love to try his Sullivan single plane intake out though too with 7500rpm to match.
I finished a set of ports then took them down to be flowed and it wouldn't fit on their fixture as it wasn't the middle port. Once I have finished the SOHC 4L head and intake porting, I'll finish the 260 heads off.
@@GapSauceRUclips I thought so, but I couldn’t find anything that attaches to that style of electric die grinder. I did find a variable speed version of your die grinder though..
@@davydoo81 This is the one I use- www.ebay.com.au/itm/Extension-Cord-Flexible-Shaft-For-Rotary-Electric-Drill-Grinder-Tools-w-Chuck-/124292143890?mkcid=16&mkevt=1&_trksid=p2349624.m2548.l6249&mkrid=705-154756-20017-0 If you don't buy a variable controller for the dremer like mine, it will burn out the flexi extension. My dremel is variable too, however it doesn't spin slow enough even on the lowest setting and destroys the sanding rolls.
Hey Blake, just reading about Bluepower NA engine. They managed to make 355rwkw with porting and cams! This is with a 5.4. It doesn't say the grind but did say they were Crow. I'm assuming they would have used GTHO's. Into the 10's on the 1/4. It would seem you will be able to achieve the goal no probs. Given your shifting I think you may exceed it.......
I honestly think I could go 11's right now with a 26x10 slick, my 60ft times are pretty average and letting me down. I kow they used a factory 315 rotating assembly, a custom plenum, lots of port work with no accessories in a lightened auto drag car with a big stall. They eventually made 370rwkw from memory and went 10.67@131, however I'm not sure if that was with the gtho cams or not. I'm not too concerned ed about dyno numbers, but if I can pick up 20-25rwkw with the cams I'll be pretty happy with that, maybe some more again with my ported heads. My street engine is very mild compared to the one in their race car though.
@@GapSauceRUclips Yep, that all sounds about right. They did state they were using cros so i'm assuming they are ho's but they could also be custom grind. All in all that's some very good achievement na. I guess with a manual the launches are a bit more difficult and shock loading more of an issue. Is that where you find the challenge?
@@marklowe7431 It's all info I found digging in old forums and talking to bluepower, its been a while so I may have some of it wrong 🤷♂️. Being a street car and manual running g drag radials which really aren't suited to manual launches, I find it really difficult to get off the line. I'm leaving alot on the table with my slow roll off launches. I'm working on the solution though 🙂
@@GapSauceRUclips That makes sense. I can see in your 1/4 miles once you get hookup it's perfect to the line. Your shifts are insane. No doubt best is yet to come.
Flow #s @ .300″ .400″ .450″ .500″ .550″ Intake 241 293 303 315 324 Exhaust 219 249 257 264 270 You'll achieve the 300 no probs. What you've done makes a lot of sense. From what I recall your ports look conservative. Some porting with these heads have a fair bit more removed around the valve guide. That in mind tiny steps wins the air speed race.
Definitely mate, its my first set of modular heads, ill take them to get flowed and if it needs more removed I'll attack the port again. And yes, Definitely all about that velocity. I've increased the MCSA by 3% on the intake and the exhaust was more like 4.5%. Are those Fox Lake flow figures for their cnc cobra heads? They look familiar. Once I'm satisfied with this intake/exhaust port, ill copy they rest.
@@GapSauceRUclips Yep, sorry I should have noted that. It's FL. I have a few others that all paint about the same flow rates achieved. On the intake the max I've ever seen quoted at the same flow specs is 334cfm @ .550 but they stated it was right at the end of porting ability due to material gauge. I was also considering doing the same and if I could get access to a flow bench would keep working at it. Prob get it digitized and then run the program on the remaining. I think you'll get the 300 np. Just a matter of time. I'll see what links I have to info on this and shoot it to you if it's any help. I guess looking at photos is another way to see where others have worked on certain areas. Awesome work. You really get it.
@@marklowe7431 Yeah I've seen MMr quote 330-340 with 1mm OS valves. Their GT supercar heads go 370! I still think 300 will be a challenge. My goal is 600hp which I think calculates to 292cfm which I'm sure I can manage. I'll take any gain and learning outcomes along the way though, I'm just really enjoying playing with these things. I'd definitely make more power with a nice set of CNC heads from a professional but I'm all about what I can achieve myself with this particular car 🙂
@@marklowe7431 I'm proud of myself for recognising those numbers haha. I forgot to mention that the reason I didn't go massive on the port is that the stock port was around 87-88% MCSA to valve ratio, I'm currently in the 91% range so any larger and I'd want to look at going the 1mm OS valves which would mean alot more port work and to be honest I'm not familiar enough with these heads just yet to be pushing the boundaries without a sonic checker or cutaway to work with. Maybe oneday, I do like the idea of digitising my port, at least then I wouldn't have to do all the hard work for the rest of them haha
@@GapSauceRUclips That's exactly where i'm at. Everything I can do I will. It may take longer than a pro but for me it's about learning. Most of my friends are in the automotive ind and I'm the odd one who works in IT. They've all tried to talk me out of building. Reading, watching videos, dyno simulation from the right sources and it all clicks. Making 600 NA with 5.4 I think is fine and the heads prob won't be the issue. I'm thinking it will be making sure you can get it in the right rpm range. The way I see it is if a 5.0L windsor can make 650hp at 7500rpm with 10.0:1 comp the math shows it feasible for 5.4. Checking out light pistons and rods may be worthwhile. I often hear the 4.1" stroke makes too much piston speed but what most don't consider is it's not a 4" bore. I think you may have already spun out a few people with what you've already done so far.
Hi mate, before was 262cfm@.480. I have only flowed them on my home flowbench which doesn't provide a rock solid CFM comparison, once I get some time Ill take it down and have it flowed on the superflow, I saw around 12% gain on the intake from memory so somewhere in the region of 290-300cfm would be my guess.
I'm a busy man, I work full time 🙂. I've made my own flowbench at home, done one exhaust port too, it's going well so far. Priority is 11's on the current setup while I build the new motor that these heads will go on.
@@GapSauceRUclips so a part 2 for these heads is still planned? I don't know why but I though these were your 290 heads but I believe they may be the 260 heads? The ones you plan to modify for 290 valve gear and cams?
@@change_your_oil_regularly4287 Yeah definitely still planned, I broke my driveline too many times to afford the Boss290 build just yet, but yes it's still planned. I filmed an in depth video yesterday with that AU 4L head (which you can apply to the boss heads too), Just need my PC back (it's broken) to edit it. But yes, I'll be converting them to 290 specs and finishing the porting, have them flowed when it's time to build the GT engine. I need everyone to start watching my ads and sharing my content, liking, commenting etc so I can pay for more GT parts 😅
@@GapSauceRUclips for some reason i had thought you had finished them without filming. I dunno why I thought that but I'm glad you didn't. I've recommended your channel quite a few times in YT comments on other clips. Only 2 or 3 days ago I pointed a few people to your channel whilst talking about set up being more important than dyno figures. I'll keep sending them when I can
on my flowbench, at low lift it gained as much as 13% and around 5% at high lift, however it hasn't had a valve job yet. Ill get it on the calibrated bench i used for the CFM when i'm finished. The goal is 300+ with good port energy.
Same thing, I'm going to do a more in depth video in the coming months around what to measure and how to measure/calculate what you need for the rpm you desire. But you can start getting the carbide bits and cartridge rolls, I'd like to get a list going in the next one too.
Focus on the transition in the throat (just under the valve seat) take the sharp edges away. That area should measure anywhere between 87-91% of the width of the valve itself, don't go any more than that and get a nice valve job done. Don't backcut the exhaust valves, it helps with reversion 🙂. But ill talk more on this soon
@@GapSauceRUclips cheers mate 🙂👍 really apricate you taking time to respond means alot, im planing on a cam setup on a na 6 cheers mate ill order stuff and wait for the video youve earned my respect👍
Definitely something to talk about. If it was a wet flow port, the whole thing would be 60 to keep the boundary layer active like you mentioned, the port floor in this one is 60grit. Once the ports get wet it's dull and doesn't look half as pretty. If you're interested, take a look at some of the old F1 intake ports. You will find they are quite smooth, very similar to how these look after being wet. In saying all that, it's about the shape and not so much the finish. I think we should treat carb/injected/direct injected ports very differently, but often we don't. I'd like to wet flow these against identical ports that aren't so shiny on my bench, just need the time. Thanks for the input mate 🙂
@@GapSauceRUclips Shiny intake ports are not in fashion, rough burr finishes are proven to make more power , you would be surprised as how far back in the intake runner after fuel injectors have sprayed the fuel mist and droplet can be found. the intake ports in the are still wet flow.
@@clevo351 I definitely agree that the fuel hangs around even back in the plenum. Although there a two things I'd like to note.. The camera and lighting make it look alot shinier than it is, and secondly. Generalising a certain port finish for use with every type of head/fuel delivery in my opinion is leaving yourself short. Bear in mind that this isn't a carby, it's spraying directly on the valves.. it is also sequential injection rather than batch fire and I have gone to the trouble of altering the injector firing angle to match the camshaft profile. I believe that all things considered, there is much less of a generalisation to be made on ports and a fuel delivery system that are very far from what was available when it was proven you make more power with a burr finish on a true wet port/manifold. As I said, the DOHC F1 ports are surprisingly similar to my finish one used. I'm not saying I'm right, because who knows? I just think there is more to it than a one size fits all 🙂
Hope you got at a minimum a new 3 Angle valve job and didn't just lap them after you bashed the seats with the die grider chuck? If not 20÷30hp is missing
I believe I mentioned getting new seats in the video. They will be flowed again on the same calibrated bench to confirm gains. My flowbench at home is showing 10+% gains at low-mid lift so far. Switching to the 290 Ferrea valves with a nice valve job will see nice high lift gains too.
Love seeing these 4vs tinkered with. I'm building a 5.4 dohc and love every bit of culture in these videos
They are great platforms, definitely underrated where I'm from! Good luck on the build mate!
This is massive mate, I love seeing stuff like this and it's awesome leaning material!
Thankyou my dude 😁 Hope you enjoyed it!
@@GapSauceRUclips definitely a great watch, it's awesome having someone creating content with a motor and vehicle that I own and modify as well
@@oliverwestwood5420 Awesome dude, there isn't alot of info online for these things, hopefully I can shed some light on the 5.4's 🙂. What do you have?
@@GapSauceRUclips I have a 2007 rip curl xr8 ute, love it to pieces
@@oliverwestwood5420 Nice mate! 6sp auto or manual?
I'm really impressed with what you have done with this engine it's about time someone breathed some life into the boss v8. Now go chop the LS boys.
Thanks Matt, I've got the engine at the machine shop now, more compression, more head flow and a nice rotating assembly 🙂
GREAT VIDEO :) I would love to see you post more videos, and keep us updated on the boss 260 build👍
Thanks Josh 😁, will do!
I absolutely love you work can't wait to see the Boss 290 be put back together. 👍
Thanks mate, the 290 in my GT is still together. This is a boss260 head I'm looking to convert to 290 spec+porting. They will find their way onto the GT too with larger cams 😁
@@GapSauceRUclips My bad I now see,
I am very keen to see the second part of the polishing job.
@@queenslandballistics2987 haha all good mate, the exhaust port and chambers will get a nice mirror polish up 😁.
@@GapSauceRUclips I am quite keen you've done a very stirling job with the first cylinder now you've got another 7 pots to go. But I reckon you should notice a sight improvement with responsiveness aswell with that new intake plenum it should now breath like a charm.
@@queenslandballistics2987 Thanks mate, It's a fairly basic port job. Nothing extreme but it will definitely outflow the factory ports so I'm happy with any gains I make. The plenum and throttle bodies should help me get the most out of the heads too yes. I definitely noticed a nice gain in midrange and the power carried higher even on the factory heads/cams. Do you have a car you enjoy?
friggin awesome mate love your vids but this one in particular is just fantastic
Thanks Heidi, I've been working on another with a SOHC 4L head to go a bit more in depth 🙂
Wow, only 7 to go 😬, interesting to see how far you go with lining up the manifold ports too.
7 to go, and all the exhaust ports, chambers and then the intake manifold too 😁 Not to mention if I need to make changes to the port I've done. It's a real process, but well worth it for the extra potential imo. I'll be matching them all the way 🙂
Hey mate how much power did you gain from the head porting?
That die grinder has some big ballz its insane
Hahaha, too much for the Chinese flexi shaft apparently.
Mate what exhaust combo your running on this , awesome sound.
Thanks mate, In this video, its a twin 3inch custom exhaust with xpipe and a single straight thru muffler. It needs a varex to drive on the street with this system on the car as its super loud and my neighbours don't share my enthusiasm 😅
This is a hot piece of work, mate. I'm new to the 5.4 scene as I love the sound of them. Sadly I bought a boss 260 with a burnt valve. Might put a dent in the wallet?
Interesting, I don't think I've even seen someone port & polish a Boss head. Your car fucking hammers, my FG XR8 has a few bolt-ons and is probably not that far behind in power but it has the stock 3.46 diff and is way slower down the quarter. Guess those 4.11s really make them fly. Looking forward to part 2 and the flow test results. Thought about P&P'ing the intake runners?
Awesome mate, is it the manual FG? It should have 3.73's from factory as far as I know. The 4:11's were a massive change to performance for me 🙂. As far as I know, the intake manifold outflows the ports, but I'd like to check that and have it flowed myself, it will get a port match at least, probably a clean up too 🙂
@@GapSauceRUclips Yes it's a manual. According to my workshop manual FG V8 manuals are 3.46 and of course the autos are a 2.73 final drive. I thought about 4.11's but the car does a lot of highway miles and I like it idling along. Video somewhere of a US bloke testing a bunch of modular intake manifolds on a 5.4 Lincoln and he rated our Boss manifolds very highly. They're a good bit of gear.
@@fnp865 I know the BA/BF manual are 3.45's but I was sure FG made the switch to 3.7s. What does the manual say for the manual turbos, and the stick in your driver's door hinge? I didn't really notice much of a change change to economy going to 4:11's which surprised me. I did a 1300km round trip for my break in it no worries. Still 10.5-11.5L/100Km
@@fnp865 That would be Richard Holdener. He has a great channel, I'd love to try his Sullivan single plane intake out though too with 7500rpm to match.
Any updates on the final numbers
Great job man
Thanks mate, 🙂
Love ya work mate 👌
Thanks mate 😁
Hey big fella have you got around to getting your heads done
I finished a set of ports then took them down to be flowed and it wouldn't fit on their fixture as it wasn't the middle port. Once I have finished the SOHC 4L head and intake porting, I'll finish the 260 heads off.
Hey big fella I am going to have a go at porting some 290 heads like you have done. Where did you get the long extension for your deemed?
Dremel?
Where did you get the flexible extension from?
EBay mate, I want to do another video with better editing/footage and some more in depth detail. With links to buy everything you need 🙂
@@GapSauceRUclips I thought so, but I couldn’t find anything that attaches to that style of electric die grinder. I did find a variable speed version of your die grinder though..
@@davydoo81 This is the one I use-
www.ebay.com.au/itm/Extension-Cord-Flexible-Shaft-For-Rotary-Electric-Drill-Grinder-Tools-w-Chuck-/124292143890?mkcid=16&mkevt=1&_trksid=p2349624.m2548.l6249&mkrid=705-154756-20017-0
If you don't buy a variable controller for the dremer like mine, it will burn out the flexi extension. My dremel is variable too, however it doesn't spin slow enough even on the lowest setting and destroys the sanding rolls.
@@GapSauceRUclips ahh ok! Thanks!
Brilliant ! 👍
I need to get around to finishing these off
@@GapSauceRUclips Lol thats just it mate, never enough time 🤙
Hey Blake, just reading about Bluepower NA engine. They managed to make 355rwkw with porting and cams! This is with a 5.4. It doesn't say the grind but did say they were Crow. I'm assuming they would have used GTHO's. Into the 10's on the 1/4. It would seem you will be able to achieve the goal no probs. Given your shifting I think you may exceed it.......
I honestly think I could go 11's right now with a 26x10 slick, my 60ft times are pretty average and letting me down. I kow they used a factory 315 rotating assembly, a custom plenum, lots of port work with no accessories in a lightened auto drag car with a big stall. They eventually made 370rwkw from memory and went 10.67@131, however I'm not sure if that was with the gtho cams or not. I'm not too concerned ed about dyno numbers, but if I can pick up 20-25rwkw with the cams I'll be pretty happy with that, maybe some more again with my ported heads. My street engine is very mild compared to the one in their race car though.
@@GapSauceRUclips Yep, that all sounds about right. They did state they were using cros so i'm assuming they are ho's but they could also be custom grind. All in all that's some very good achievement na. I guess with a manual the launches are a bit more difficult and shock loading more of an issue. Is that where you find the challenge?
@@marklowe7431 It's all info I found digging in old forums and talking to bluepower, its been a while so I may have some of it wrong 🤷♂️. Being a street car and manual running g drag radials which really aren't suited to manual launches, I find it really difficult to get off the line. I'm leaving alot on the table with my slow roll off launches. I'm working on the solution though 🙂
@@GapSauceRUclips That makes sense. I can see in your 1/4 miles once you get hookup it's perfect to the line. Your shifts are insane. No doubt best is yet to come.
@@marklowe7431 haha thanks, I try to row that gearstick best I can 😅. I'll make it there, hoping this winter.
👍👍
Flow #s @ .300″ .400″ .450″ .500″ .550″
Intake 241 293 303 315 324
Exhaust 219 249 257 264 270
You'll achieve the 300 no probs. What you've done makes a lot of sense. From what I recall your ports look conservative. Some porting with these heads have a fair bit more removed around the valve guide. That in mind tiny steps wins the air speed race.
Definitely mate, its my first set of modular heads, ill take them to get flowed and if it needs more removed I'll attack the port again. And yes, Definitely all about that velocity. I've increased the MCSA by 3% on the intake and the exhaust was more like 4.5%. Are those Fox Lake flow figures for their cnc cobra heads? They look familiar. Once I'm satisfied with this intake/exhaust port, ill copy they rest.
@@GapSauceRUclips Yep, sorry I should have noted that. It's FL. I have a few others that all paint about the same flow rates achieved. On the intake the max I've ever seen quoted at the same flow specs is 334cfm @ .550 but they stated it was right at the end of porting ability due to material gauge.
I was also considering doing the same and if I could get access to a flow bench would keep working at it. Prob get it digitized and then run the program on the remaining.
I think you'll get the 300 np. Just a matter of time. I'll see what links I have to info on this and shoot it to you if it's any help. I guess looking at photos is another way to see where others have worked on certain areas.
Awesome work. You really get it.
@@marklowe7431 Yeah I've seen MMr quote 330-340 with 1mm OS valves. Their GT supercar heads go 370! I still think 300 will be a challenge. My goal is 600hp which I think calculates to 292cfm which I'm sure I can manage. I'll take any gain and learning outcomes along the way though, I'm just really enjoying playing with these things. I'd definitely make more power with a nice set of CNC heads from a professional but I'm all about what I can achieve myself with this particular car 🙂
@@marklowe7431 I'm proud of myself for recognising those numbers haha. I forgot to mention that the reason I didn't go massive on the port is that the stock port was around 87-88% MCSA to valve ratio, I'm currently in the 91% range so any larger and I'd want to look at going the 1mm OS valves which would mean alot more port work and to be honest I'm not familiar enough with these heads just yet to be pushing the boundaries without a sonic checker or cutaway to work with. Maybe oneday, I do like the idea of digitising my port, at least then I wouldn't have to do all the hard work for the rest of them haha
@@GapSauceRUclips That's exactly where i'm at. Everything I can do I will. It may take longer than a pro but for me it's about learning. Most of my friends are in the automotive ind and I'm the odd one who works in IT. They've all tried to talk me out of building. Reading, watching videos, dyno simulation from the right sources and it all clicks. Making 600 NA with 5.4 I think is fine and the heads prob won't be the issue. I'm thinking it will be making sure you can get it in the right rpm range. The way I see it is if a 5.0L windsor can make 650hp at 7500rpm with 10.0:1 comp the math shows it feasible for 5.4. Checking out light pistons and rods may be worthwhile. I often hear the 4.1" stroke makes too much piston speed but what most don't consider is it's not a 4" bore. I think you may have already spun out a few people with what you've already done so far.
what are the before and after flow numbers?
Hi mate, before was 262cfm@.480. I have only flowed them on my home flowbench which doesn't provide a rock solid CFM comparison, once I get some time Ill take it down and have it flowed on the superflow, I saw around 12% gain on the intake from memory so somewhere in the region of 290-300cfm would be my guess.
What happened to part 2? :(
I'm a busy man, I work full time 🙂. I've made my own flowbench at home, done one exhaust port too, it's going well so far. Priority is 11's on the current setup while I build the new motor that these heads will go on.
@@GapSauceRUclips so a part 2 for these heads is still planned?
I don't know why but I though these were your 290 heads but I believe they may be the 260 heads? The ones you plan to modify for 290 valve gear and cams?
@@change_your_oil_regularly4287 Yeah definitely still planned, I broke my driveline too many times to afford the Boss290 build just yet, but yes it's still planned. I filmed an in depth video yesterday with that AU 4L head (which you can apply to the boss heads too), Just need my PC back (it's broken) to edit it.
But yes, I'll be converting them to 290 specs and finishing the porting, have them flowed when it's time to build the GT engine.
I need everyone to start watching my ads and sharing my content, liking, commenting etc so I can pay for more GT parts 😅
@@GapSauceRUclips for some reason i had thought you had finished them without filming. I dunno why I thought that but I'm glad you didn't.
I've recommended your channel quite a few times in YT comments on other clips. Only 2 or 3 days ago I pointed a few people to your channel whilst talking about set up being more important than dyno figures.
I'll keep sending them when I can
What are the flow numbers
on my flowbench, at low lift it gained as much as 13% and around 5% at high lift, however it hasn't had a valve job yet. Ill get it on the calibrated bench i used for the CFM when i'm finished. The goal is 300+ with good port energy.
Hey mate i wanna port 6 cyl barra head anything to lookout for?
Same thing, I'm going to do a more in depth video in the coming months around what to measure and how to measure/calculate what you need for the rpm you desire. But you can start getting the carbide bits and cartridge rolls, I'd like to get a list going in the next one too.
Focus on the transition in the throat (just under the valve seat) take the sharp edges away. That area should measure anywhere between 87-91% of the width of the valve itself, don't go any more than that and get a nice valve job done. Don't backcut the exhaust valves, it helps with reversion 🙂. But ill talk more on this soon
@@GapSauceRUclips cheers mate 🙂👍 really apricate you taking time to respond means alot, im planing on a cam setup on a na 6 cheers mate ill order stuff and wait for the video youve earned my respect👍
@@noahv1916 no worries mate, I appreciate the kind words. I better get busy then!
You just killed the boundary layer on those ports, should have left the 60grit finish on the intake ports.
Definitely something to talk about. If it was a wet flow port, the whole thing would be 60 to keep the boundary layer active like you mentioned, the port floor in this one is 60grit. Once the ports get wet it's dull and doesn't look half as pretty. If you're interested, take a look at some of the old F1 intake ports. You will find they are quite smooth, very similar to how these look after being wet.
In saying all that, it's about the shape and not so much the finish. I think we should treat carb/injected/direct injected ports very differently, but often we don't. I'd like to wet flow these against identical ports that aren't so shiny on my bench, just need the time. Thanks for the input mate 🙂
@@GapSauceRUclips Shiny intake ports are not in fashion, rough burr finishes are proven to make more power , you would be surprised as how far back in the intake runner after fuel injectors have sprayed the fuel mist and droplet can be found. the intake ports in the are still wet flow.
@@clevo351 I definitely agree that the fuel hangs around even back in the plenum. Although there a two things I'd like to note.. The camera and lighting make it look alot shinier than it is, and secondly. Generalising a certain port finish for use with every type of head/fuel delivery in my opinion is leaving yourself short.
Bear in mind that this isn't a carby, it's spraying directly on the valves.. it is also sequential injection rather than batch fire and I have gone to the trouble of altering the injector firing angle to match the camshaft profile. I believe that all things considered, there is much less of a generalisation to be made on ports and a fuel delivery system that are very far from what was available when it was proven you make more power with a burr finish on a true wet port/manifold. As I said, the DOHC F1 ports are surprisingly similar to my finish one used. I'm not saying I'm right, because who knows? I just think there is more to it than a one size fits all 🙂
Who prefers a smooth or rough intake port runner for EFI?
Hope you got at a minimum a new 3 Angle valve job and didn't just lap them after you bashed the seats with the die grider chuck? If not 20÷30hp is missing
I believe I mentioned getting
new seats in the video. They will be flowed again on the same calibrated bench to confirm gains. My flowbench at home is showing 10+% gains at low-mid lift so far.
Switching to the 290 Ferrea valves with a nice valve job will see nice high lift gains too.