Just want you to know, that those who watch 2-3 first minutes of your videos are losing your conclusions witch are important. Thanks for your great professional videos.
Most people seem to like just having opinions and not learn anything. Im here to learn from guys like you who have actual experience with these things. I really like to hear different peoples opinions and experiences. I listened to Darin Morgan about his experiences with wet flow. One thing I found a bit funny is how he said that his stuff look so ugly he wouldnt be able to sell it to any normal customer. He even have a burr where hes bent the shaft so he gets a rough random surface. Otherwise he uses 36 grit on many places and never anything over 60. Regarding injector engines he said that even above the injector there needs to be a rough surface. Up to 7 inches above the injector he said.
@@stevenbelue5496 Darin explains it best I guess. But yeah you have such turbulence and aur is going all kinds of ways in the plunum and runners. So you have fuel going up past the injectors. And everywhere you have fuel mixing with air some of the fuel is bound to fall out of suspension. Sticks to the walls where you have low air speed etc. He also talked about ”golf ball dimples” and how hes found that surface to be too regular and fuel getting stuck in the ”bowls” of the dimples. A random surface with sharper edges does a better job than the regular golf ball pattern. Darin has his own channel with some vids. But theres also a few interviews on the tube. Hes also written alot on speedtalk forum.
@Made By Nobody Famous good info, I think a clear acrilic intake would be sweet to video and slow it down and maybe we could see the fuel, vapor or droplets falling out of suspension. Somebody did the acrilic cylinder and you could see the intake charge, vapor and droplets and that was amazing to see.
When I do heads or manifolds, I leave the intake runner (or anywhere after fuel is added) at 80 grit. I'd be fine with burr finish, but going over it in 80 grit shows me if I have a spot that still needs to be addressed. Those things don't show up as well in a burr finish. The exhaust (or anywhere there's no fuel in suspension) I use abrasive wheels to get it to 400-600 grit. The Cumbustion chamber I take to 600-1000 grit usually. That's Just my way. My experience has shown me that the smoother the better in the combustion chambers (Unless you're trying to aid atomization as Eric was talking about) because it reduces carbon buildup and seems to help with detonation. I'm sure there are other ways, and probably better ways.
First your videos are awesome. I just retired from the army and put engine building on the shelf to be an infantryman for 17 years. Your videos got me back into porting and have done 2 sets of heads since last fall using your process of measuring the ports for consistency. Keep up the good work
i love your work Eric and appreciate what you offer. back in 1980 i did a port job on a set of 906.mopar heads . and followed the work of sox n martin they offered porting templates through direct connection AKA mopar performance the end result was amazing ! I'd never had any ported heads until then. really made me a believer in professional porting
I watch your entire videos if I have time as I know it's better for you & I love your information. I'm a gear head. Thanks for great videos & info. Terry
Eric, another great, informative video. Your theory on burr finish just at the bowl below the valve seat is very interesting and like most great ideas it's simple. Thanks for all hard work you put in and share with us.
Lots of insight and knowledge. I have a set of ls 243 heads im gonna do alil work on. Im new to the porting thing so really love all the knowledge your sharing 👊🏼
Thanks Eric, good stuff. As far as surface Finnish I agree with you for the most part, and I also learned something not to do. Thanks. I hope you make lots of money and can get that dyno soon. I will keep watching, and I usually stay to the end 😄
Love your content as always mate. On the analytics side of things a lot of people have short attention spans and like my self sometimes I watch things when I have little spare time so I sometimes skip where I feel it’s possible to not miss anything. Thanks for all your hard work and information
Hey Eric, Tim here, i'm with j Heibeck........i watch to the end, what if at the last second, you include info that i cud use...... 99.9% of the time, i watch the whole thing (i always like the extra at the end)...and as a gear head, and head/port nut, and finding you VERY talented, cuttin the vid off early seems rather stupid!!....just had to say....PEACE my brother!!
I usually , most of the time, watch the whole video, and if it's especially interesting, I'll watch twice, or watch again half through, save that RUclips $$$!!
boundary layer air is a thing with golfballs, and cars. some of the high end sports cars even come with dimpled panels on the under side to help get air out from under the car faster.
Some pro stock intakes have a bur finish and some don't. Engine combo specific. By the way, the original NHRA pro stock efi rules did not specify that the runner entry radius was considered part of the plenum. Now they do. That is why this one is not legal anymore. This was originally a Gray manifold a few years ago.
Good video. Both manifolds look great. I like your approach to the finish on the 300-25. I just completed he same one, with the same finishes. Only difference is, I use a cross buff at the ports, and carb entry into the runner roofs. I'm curious, are the wonky ports, as-cast, on the 300-25 consistent between manifolds?
Im get’n some weird ass comments about garter belts and stockings??? Anybody else getting that crap?? Any way Eric I appreciate your videos and I watch all of them. Mostly if I don’t have time to watch all of them I wait til tmar. Thanks.
I watch till the end! lol I appreciate your honesty and info you share. Most wouldn't. Does that SV come with the oval bolt holes? If so, is that for if the block or head surface was machined?
If they feel that bad about the port work, why would they even buy it to begin with? I watch your videos all the way through for a few reasons... 1) I'm a drag racer, and really interested in what you have to say about port work, etc.. because that techy stuff really interests me (even though I will NEVER port any of my own stuff) 2) My wife and I are building an S10, so like to hear about your struggles, successes, etc. with yours 3) Our personality's match very well, so like to listen to what you have to say about whatever.
So based on this and another video, my eyes are seeing that for gas engines, you go between burr and 60 grit on most intakes, 60 grit on the majority of the intake runner, and 80 grit on the chamber. In a few hours of research, it seems the general consensus is anything 120 grit or above on the intake port is detrimental, but I can't find anything on 40 vs 60 vs 80 for the runner, nor really anything about the chamber aside from "smooth mean less chance of detonation," and as for the exhaust port, people say as smooth as possible/reasonable. My questions are, how do 40, 60, and 80 compare in the intake runner, what's the minimum effective grit for knock/detonation reduction in the chamber, and what are the points of diminishing returns for chamber and exhaust port smoothness where you (or your head porter) are just wasting time making it smoother (and racking up labor costs)?
Eric, you mentioned runner taper really briefly here. Do you have a video where you go into it in depth with taper and runner shape or are you interested in making one? I know there is a bunch of stuff you might not want to share with the world but its something i am interested in and that might be shared with a bunch of the audience.
On a fuel injected intake can you polish the intake runners on the manifold for a gain? Is it going to hurt anything since no fuel is traveling thru the intake?
What about “Dry” air flow intakes like these fuel injected engines. Which flows better a 60-80 grit or a Smooth finish? Any air flow before the fuel is introduced.
I was wondering that, somebody commented that D. Morgan roughs his up 7 inches before the injector. I always assumed port injection the whole intake would be better smooth, but I guess it's for reversion or some aid with turbulence? I enjoy your videos just like Eric's I watch till the end and hate when they end, I could watch this stuff all day , guess I'm obsessed with it like most of us gear heads.
@Made By Nobody Famous so do you think if you coated the whole inside of an intake with dykem on a port injected setup you would see evidence as far back as the throttle bores with injectors near end of runners? If Morgan really roughs it up 7" upstream of the injector, on most intakes thats pretty much all of it right?
Pull a efi intake off of any engine with some miles on it and take a look at the ports. Do they look like they have spent their life dry, without fluid ?
@@b.c4066 I don't know, I guess I haven't paid a lot of attention. I have noticed on a lot of the 4cyl foreign jobs with the long runners just behind the throttle body will be sooted up pretty bad sometimes, of course that could be egr related or placement of the egr in the intake track. The reversion on a stock engine vs one with long duration and overlap will probably be much different and with short runners. Some of those 4cyl jobs have runners like a roller coaster ride.
The only thing you didn't mention, and yes it's esoteric, is that different booster styles in the carb produce larger or smaller droplets of fuel which affect wet flow.
Question. I had a stage 2 port done to my heads (brodix dragon slayer) and also a motown single plane however my porter said porting upper plenum wasn't nessecary and only matched the ports and about 4 inches up Into the intake? Is this true
I have a question ..... When talking big Nitrous ingested engines, I have noticed some guys that are trying to cram as much down the throat as poss, have super large ports/runners, then have the golf ball type dumpling surface. Is that, so that, on motor it will think it's a smaller runner/port and run better, but on spray it will ingest more nitrous? It's ab the only thing I can think of in my dumb brain.
At what point, both subscriber-wise and views-wise, can you make money on RUclips? Just wondering if there's a sweet spot where it makes sense to start monetizing
One thing I've been curious about is intake plenum turtles. I did have a friend who has passed now that ran the dyno in a NASCAR shop back in the late 90s. They made a "pile" of molten aluminum that looked like something you'd see in an aquarium. A stalamite like formation that he said was well worth the horsepower gain. Have you ever tried anything like that?
It might come down to subject matter, whether enough people are interested in that exact subject etc. Towards the end when you said you were going to show the "illegal" manifold, just before you did you were kind of dragging it along. I guess in the end, its part subject, part presentation....maybe part jumping around? I'm sure there's something that shows ways to keep people "on the edge of their seat", or anticipating, without "losing" their interest. Even I can't explain it in what I just said. But I'm sure you know what I'm saying.
Blows me away why anybody would skip through one of your videos personaly I'm here to listen to your real world experience.
Just want you to know, that those who watch 2-3 first minutes of your videos are losing your conclusions witch are important. Thanks for your great professional videos.
I enjoy your videos very much, don't care how long they are. Find them so interesting
Most people seem to like just having opinions and not learn anything.
Im here to learn from guys like you who have actual experience with these things.
I really like to hear different peoples opinions and experiences.
I listened to Darin Morgan about his experiences with wet flow.
One thing I found a bit funny is how he said that his stuff look so ugly he wouldnt be able to sell it to any normal customer. He even have a burr where hes bent the shaft so he gets a rough random surface. Otherwise he uses 36 grit on many places and never anything over 60.
Regarding injector engines he said that even above the injector there needs to be a rough surface. Up to 7 inches above the injector he said.
For reversion? Or maybe some turbulence before the injector?
@@stevenbelue5496 Darin explains it best I guess.
But yeah you have such turbulence and aur is going all kinds of ways in the plunum and runners. So you have fuel going up past the injectors. And everywhere you have fuel mixing with air some of the fuel is bound to fall out of suspension. Sticks to the walls where you have low air speed etc.
He also talked about ”golf ball dimples” and how hes found that surface to be too regular and fuel getting stuck in the ”bowls” of the dimples. A random surface with sharper edges does a better job than the regular golf ball pattern.
Darin has his own channel with some vids. But theres also a few interviews on the tube. Hes also written alot on speedtalk forum.
@Made By Nobody Famous good info, I think a clear acrilic intake would be sweet to video and slow it down and maybe we could see the fuel, vapor or droplets falling out of suspension. Somebody did the acrilic cylinder and you could see the intake charge, vapor and droplets and that was amazing to see.
When I do heads or manifolds, I leave the intake runner (or anywhere after fuel is added) at 80 grit. I'd be fine with burr finish, but going over it in 80 grit shows me if I have a spot that still needs to be addressed. Those things don't show up as well in a burr finish. The exhaust (or anywhere there's no fuel in suspension) I use abrasive wheels to get it to 400-600 grit. The Cumbustion chamber I take to 600-1000 grit usually. That's Just my way. My experience has shown me that the smoother the better in the combustion chambers (Unless you're trying to aid atomization as Eric was talking about) because it reduces carbon buildup and seems to help with detonation. I'm sure there are other ways, and probably better ways.
First your videos are awesome. I just retired from the army and put engine building on the shelf to be an infantryman for 17 years. Your videos got me back into porting and have done 2 sets of heads since last fall using your process of measuring the ports for consistency. Keep up the good work
i love your work Eric and appreciate what you offer.
back in 1980
i did a port job on a set of 906.mopar heads . and followed the work of sox n martin
they offered porting templates through direct connection AKA mopar performance
the end result was amazing !
I'd never had any ported heads until then.
really made me a believer in professional porting
I watch your entire videos if I have time as I know it's better for you & I love your information. I'm a gear head. Thanks for great videos & info.
Terry
I think you are spot on explaining why you're finishing a certain part for a specific build you're doing so it doesn't come back on you COOL STUFF
Thank You , I run a small shop and your info is great !
Eric, another great, informative video. Your theory on burr finish just at the bowl below the valve seat is very interesting and like most great ideas it's simple. Thanks for all hard work you put in and share with us.
Lots of insight and knowledge. I have a set of ls 243 heads im gonna do alil work on. Im new to the porting thing so really love all the knowledge your sharing 👊🏼
Thanks Eric, good stuff. As far as surface Finnish I agree with you for the most part, and I also learned something not to do. Thanks. I hope you make lots of money and can get that dyno soon. I will keep watching, and I usually stay to the end 😄
Love your content as always mate. On the analytics side of things a lot of people have short attention spans and like my self sometimes I watch things when I have little spare time so I sometimes skip where I feel it’s possible to not miss anything. Thanks for all your hard work and information
Say analytics one more time for me Eric 😆 Love these videos, I love listening to you talk about the different theories trying to make more power.
Hey Eric,
Tim here, i'm with j Heibeck........i watch to the end, what if at the last second, you include info that i cud use...... 99.9% of the time, i watch the whole thing (i always like the extra at the end)...and as a gear head, and head/port nut, and finding you VERY talented, cuttin the vid off early seems rather stupid!!....just had to say....PEACE my brother!!
I usually , most of the time, watch the whole video, and if it's especially interesting, I'll watch twice, or watch again half through, save that RUclips $$$!!
boundary layer air is a thing with golfballs, and cars. some of the high end sports cars even come with dimpled panels on the under side to help get air out from under the car faster.
Some pro stock intakes have a bur finish and some don't. Engine combo specific. By the way, the original NHRA pro stock efi rules did not specify that the runner entry radius was considered part of the plenum. Now they do. That is why this one is not legal anymore. This was originally a Gray manifold a few years ago.
Good video. Both manifolds look great. I like your approach to the finish on the 300-25. I just completed he same one, with the same finishes. Only difference is, I use a cross buff at the ports, and carb entry into the runner roofs. I'm curious, are the wonky ports, as-cast, on the 300-25 consistent between manifolds?
Im get’n some weird ass comments about garter belts and stockings??? Anybody else getting that crap?? Any way Eric I appreciate your videos and I watch all of them. Mostly if I don’t have time to watch all of them I wait til tmar. Thanks.
seen one too...hauaha....
Eric in stockings?? Would be the same as Eric mirror polishing intake manifold...
I watch till the end! lol
I appreciate your honesty and info you share.
Most wouldn't.
Does that SV come with the oval bolt holes? If so, is that for if the block or head surface was machined?
If they feel that bad about the port work, why would they even buy it to begin with?
I watch your videos all the way through for a few reasons...
1) I'm a drag racer, and really interested in what you have to say about port work, etc.. because that techy stuff really interests me (even though I will NEVER port any of my own stuff)
2) My wife and I are building an S10, so like to hear about your struggles, successes, etc. with yours
3) Our personality's match very well, so like to listen to what you have to say about whatever.
enjoy the super polish ones just listening and learning
Thank you sir 💪🏼
Every boomer ever: "Ported and polished!"
Is the injector on the roof or floor of the entrance of the intake runner on the pro-stock manifold (it’s hard to tell by the picture)....Thanks Eric
So based on this and another video, my eyes are seeing that for gas engines, you go between burr and 60 grit on most intakes, 60 grit on the majority of the intake runner, and 80 grit on the chamber. In a few hours of research, it seems the general consensus is anything 120 grit or above on the intake port is detrimental, but I can't find anything on 40 vs 60 vs 80 for the runner, nor really anything about the chamber aside from "smooth mean less chance of detonation," and as for the exhaust port, people say as smooth as possible/reasonable.
My questions are, how do 40, 60, and 80 compare in the intake runner, what's the minimum effective grit for knock/detonation reduction in the chamber, and what are the points of diminishing returns for chamber and exhaust port smoothness where you (or your head porter) are just wasting time making it smoother (and racking up labor costs)?
Whats the best single plane seemed like he said the huricane 1 can't find it again but they are cheap so that would be cool
Eric, you mentioned runner taper really briefly here. Do you have a video where you go into it in depth with taper and runner shape or are you interested in making one? I know there is a bunch of stuff you might not want to share with the world but its something i am interested in and that might be shared with a bunch of the audience.
On a fuel injected intake can you polish the intake runners on the manifold for a gain? Is it going to hurt anything since no fuel is traveling thru the intake?
What is your background? Howd you get started in porting top ends?
What about “Dry” air flow intakes like these fuel injected engines. Which flows better a 60-80 grit or a Smooth finish?
Any air flow before the fuel is introduced.
I was wondering that, somebody commented that D. Morgan roughs his up 7 inches before the injector. I always assumed port injection the whole intake would be better smooth, but I guess it's for reversion or some aid with turbulence? I enjoy your videos just like Eric's I watch till the end and hate when they end, I could watch this stuff all day , guess I'm obsessed with it like most of us gear heads.
@Made By Nobody Famous so do you think if you coated the whole inside of an intake with dykem on a port injected setup you would see evidence as far back as the throttle bores with injectors near end of runners? If Morgan really roughs it up 7" upstream of the injector, on most intakes thats pretty much all of it right?
Pull a efi intake off of any engine with some miles on it and take a look at the ports. Do they look like they have spent their life dry, without fluid ?
@@b.c4066 I don't know, I guess I haven't paid a lot of attention. I have noticed on a lot of the 4cyl foreign jobs with the long runners just behind the throttle body will be sooted up pretty bad sometimes, of course that could be egr related or placement of the egr in the intake track. The reversion on a stock engine vs one with long duration and overlap will probably be much different and with short runners. Some of those 4cyl jobs have runners like a roller coaster ride.
The only thing you didn't mention, and yes it's esoteric, is that different booster styles in the carb produce larger or smaller droplets of fuel which affect wet flow.
what are your thoughts on direct injection on intake finish
Hi Eric witch port finish would you do for e85 on the manifold? The methonal finish or the gasoline? Cheers
Rough on the floor and 60grit other areas. Although I don’t think it matters
Do u have a video on a sbc edelbrock efi manifold being ported .
What do you use to create that Bur
Question. I had a stage 2 port done to my heads (brodix dragon slayer) and also a motown single plane however my porter said porting upper plenum wasn't nessecary and only matched the ports and about 4 inches up Into the intake? Is this true
futhermore! classic. 🤘
What if you did it backwards rough up top smooth in the bottom I would like to know howl
I have a question ..... When talking big Nitrous ingested engines, I have noticed some guys that are trying to cram as much down the throat as poss, have super large ports/runners, then have the golf ball type dumpling surface. Is that, so that, on motor it will think it's a smaller runner/port and run better, but on spray it will ingest more nitrous? It's ab the only thing I can think of in my dumb brain.
Kinda talking small/smaller blocks, but have seen a few Large Big Blocks done the same.
I usually size larger for nitrous but I don’t dimple them.
@@WeingartnerRacing ....thanks for answering. Thats what I was wondering...thank you
Thanks
the photo makes sense why they did it
Why not put the intended use on the side under your name?
i watched s10 twice because i wanted to here enngine with my good speakers rather then phone or was it the comaro ether way
I wanna see you mess with turtle and see it it changes anything
What about when you run alcohol.
Is it much of a difference. It's weird how everyone does it different what I've seen over the last 30 years.
I actually talked about running alcohol in the video.
At what point, both subscriber-wise and views-wise, can you make money on RUclips? Just wondering if there's a sweet spot where it makes sense to start monetizing
I use 40 grit after burr because my burr looks crap and I'm lazy 😁
One thing I've been curious about is intake plenum turtles. I did have a friend who has passed now that ran the dyno in a NASCAR shop back in the late 90s. They made a "pile" of molten aluminum that looked like something you'd see in an aquarium. A stalamite like formation that he said was well worth the horsepower gain. Have you ever tried anything like that?
It might come down to subject matter, whether enough people are interested in that exact subject etc. Towards the end when you said you were going to show the "illegal" manifold, just before you did you were kind of dragging it along. I guess in the end, its part subject, part presentation....maybe part jumping around? I'm sure there's something that shows ways to keep people "on the edge of their seat", or anticipating, without "losing" their interest. Even I can't explain it in what I just said. But I'm sure you know what I'm saying.
I listen at 2x speed.
I finish with a 60 grit stone and rolls.....
If people don't watch the whole video. They are not really car guy's or gals or they think they know it all.
Personally i wish you could/would slow down and be more thourogh . The guys that wanna rush through stuff dont learn crap anyways !!!
I see nothing wrong with what you do or your thinking.