Good video, the ford factory heads have alot to offer when done correctly they are very underrated in my opinion my E7s I ported and worked have gone 10s naturally aspirated in the quarter mile on a stock factory short block 302 , duel plane intake and 9s with a 150 shot of nitrous I've done several videos on these heads myself thanks for posting and showing ford factory heads most people disregard them
Holy shit, 10's!! On E7 Heads!! That's impressive man. I've got a 351w with some early D5AE Heads and I think I'm going to try porting them. It's in my little 80 Fox Coupe. I'll check your videos out.
@TheVenom8343 good luck porting your heads, you can make any of these heads run 11s and 10s with good bowl work and the right combination and ported correctly , if there's any thing I can help you with feel free to ask
Ford certainly could have done better on these heads right from the beginning. I mean, they kept on making them for years after they designed the GT40 heads which are 30-40 cfm better than the E7TE heads. I don’t know if you have ever watched Charles Servedio’s channel but he and David Vizard work together sometimes and they have an E7 flowing 230+!
I think you did rather well for your first time porting..You researched and addresed some key areas for improvement and kept things in moderation...That 347 should be a torque monster as long as the cam isn't to aggressive..Considering this is an off-road 4x4 vehicle to begin with you really don't want a high duration high lift cam. The typical small block ford head is finished with any considerable amount of air flow gains much beyond the .450" valve lift range without more in-depth porting. Even with better heads in general, considering this is an off road application, you still want to keep your power range in the low to midrange rpm area...Hopefully the cam chosen is a good match with either cylinder heads used.
Must consider header tube before digging in the floor of a exhaust port. So then you know if you can dig and gasket match it to the flange or not. I did about the same as you by the time. And it was my first too. Shaping it in consideration of the header flange vs the tube i think its ideal. To match like you want if the flange vs the tube give you space for it.
Polishing removes the boundary layer that a rough surface creates. The boundary layers act as vibration absorbers, which reduces turbulence. Rough surface equals less turbulence equals better airflow. Use exhaust crossover heat to vaporize fuel. Air is not heated by exhaust crossover. Fuel is heated, which causes vaporization.
Adding a three angle valve job on the seats plus a 30 degree relief cut on the underside of the valves after they're lapped would likely add another 15 cfm of flow at mid and high lifts. On your larger, 347 application where the GT-40 heads are easily maxed out, this additional flow should be worth a significant horsepower gain. The cost for a competent machine shop to do such a valve job is not unreasonable and should be worthwhile, especially given the time and effort you've already invested to improve these heads. Nice work!
You didn't mention anything about getting the correct throat size. Most porters I watch go by the "throat diameter should be 90 percent of the valve size.
I don’t mention it but I just took a few mm out of the throat on each bowl. Nothing too drastic but wanted to open it a little. Thank you for the comment.
Doing things backwards! You choose parts starting with the heads. Purchasing a cam and then trying to find the heads is counter intuitive. The lungs "heads" will determine how it can breath and how much CI it will support. The more efficient the heads, the higher the rpm can go. A "good" cam means nothing with crap or full race heads. I guess your first mistake for the bronco was choosing a 347 as the power source. A 351/400m or 385 series would have been the better choice. You are building a power plant for a Maverick or mustang. Not a bronco.
Why not? Depending on which cam he uses, and what he uses the Bronco for, he might need more than he did. Until you have saw some of the off road engines work, you don’t know what you need. I have watched a few of them that wallowed out the runners like Kamala Harris just to run in the mud, at 5500 rpm. I have seen trucks that were running a cam,with a 1500-4000 range , to keep the torque down in the lower range to make it clean tires.
![I.N "HALLUCINATION" | [Stray Kids : SKZ-PLAYER]](http://i.ytimg.com/vi/n5B5q1Hwt_U/mqdefault.jpg)
Good video, the ford factory heads have alot to offer when done correctly they are very underrated in my opinion my E7s I ported and worked have gone 10s naturally aspirated in the quarter mile on a stock factory short block 302 , duel plane intake and 9s with a 150 shot of nitrous I've done several videos on these heads myself thanks for posting and showing ford factory heads most people disregard them
The "Green Gangster" was a beast.
Holy shit, 10's!! On E7 Heads!! That's impressive man. I've got a 351w with some early D5AE Heads and I think I'm going to try porting them. It's in my little 80 Fox Coupe. I'll check your videos out.
@TheVenom8343 good luck porting your heads, you can make any of these heads run 11s and 10s with good bowl work and the right combination and ported correctly , if there's any thing I can help you with feel free to ask
@panthermadness4232 yeah it ran what we wanted it to and it did have more left in it , thanks for the support
@@terrygrover6440 I looked on your channel but I couldn't find any sbf stuff. Did I not go back far enough?
The Vizard combustion chamber video makes chamber and unshrouding work super obvious
I like that!
Vizard the wizard!
Great video... Have you watched any David Vizard videos? He has some AWESOME porting videos .He has done several videos on GT-40 and E-7? head's
I like how you researched and processed your game plan.
Well thank you sir!
I like the real world rebuild and garage level improvements of this episode. Something the everyman hot rodder can relate to.
@ 16:00 what is that dimple in the combustion chamber between the valves for? Does it serve any purpose?
Ford certainly could have done better on these heads right from the beginning. I mean, they kept on making them for years after they designed the GT40 heads which are 30-40 cfm better than the E7TE heads. I don’t know if you have ever watched Charles Servedio’s channel but he and David Vizard work together sometimes and they have an E7 flowing 230+!
When detailing combustion chambers, to protect the valve seats insert a couple of used thin margin valves while grinding/sanding. Nice video.
Thank you.
Must be the first person I know who has used a file to flatten the cylinder head. And 6 hours. No way is that flat by hand.😅
Hi, are you producing more videos? Thanks
Very cool test and work only by Hand, same as i always Do and it works great if you now and can Do that
Nice guy. No flow bench testing. So how you going to know for sure ?
Did you not see the flow numbers he showed for a few minutes?
@@trailerparkcryptoking5213 no. I scanned back and forth trying to find any.
Video got boring. Same old thing. Heard it before and so did he.
@@trailerparkcryptoking5213still can't find any. What time signature ?
Great video thanks for sharing! 👍
Thanks mate
I think you did rather well for your first time porting..You researched and addresed some key areas for improvement and kept things in moderation...That 347 should be a torque monster as long as the cam isn't to aggressive..Considering this is an off-road 4x4 vehicle to begin with you really don't want a high duration high lift cam.
The typical small block ford head is finished with any considerable amount of air flow gains much beyond the .450" valve lift range without more in-depth porting.
Even with better heads in general, considering this is an off road application, you still want to keep your power range in the low to midrange rpm area...Hopefully the cam chosen is a good match with either cylinder heads used.
Must consider header tube before digging in the floor of a exhaust port. So then you know if you can dig and gasket match it to the flange or not. I did about the same as you by the time. And it was my first too.
Shaping it in consideration of the header flange vs the tube i think its ideal. To match like you want if the flange vs the tube give you space for it.
TOOLS USED FOR PORTING CAST IRON HEADS PLEASE SIR?
Killer Video and awesome info AG…looking forward to yr other videos..
Reversion... put a scavenge plateau on the exhaust only problem solved even if it existed. HUGE gains.
Polishing removes the boundary layer that a rough surface creates. The boundary layers act as vibration absorbers, which reduces turbulence. Rough surface equals less turbulence equals better airflow. Use exhaust crossover heat to vaporize fuel. Air is not heated by exhaust crossover. Fuel is heated, which causes vaporization.
Adding a three angle valve job on the seats plus a 30 degree relief cut on the underside of the valves after they're lapped would likely add another 15 cfm of flow at mid and high lifts. On your larger, 347 application where the GT-40 heads are easily maxed out, this additional flow should be worth a significant horsepower gain. The cost for a competent machine shop to do such a valve job is not unreasonable and should be worthwhile, especially given the time and effort you've already invested to improve these heads. Nice work!
What throat percentages do you use!
If ya have any old junk valves ya can grind the faces down to use them asseat protectors
It's better to match your cam to your heads. Better the heads means you can go more consecutive with the cam and not give up any hp/tq
Nova- i agree with your input. I called every cam mfr to get input and went with the one that had the best Info.
You didn't mention anything about getting the correct throat size. Most porters I watch go by the "throat diameter should be 90 percent of the valve size.
I don’t mention it but I just took a few mm out of the throat on each bowl. Nothing too drastic but wanted to open it a little. Thank you for the comment.
@@alpinegarage8548 Thanks for replying! I was curious because it seems like the throat size is one of the more important factors for good flow.
It has small factory size valves so not a big deal...
Looks like yuo should get good power out of those heads. They look 👍
B careful with ur throat size, around 88% is keeping safe
Internet solar scams is not coincidence
Doing things backwards! You choose parts starting with the heads. Purchasing a cam and then trying to find the heads is counter intuitive. The lungs "heads" will determine how it can breath and how much CI it will support. The more efficient the heads, the higher the rpm can go. A "good" cam means nothing with crap or full race heads.
I guess your first mistake for the bronco was choosing a 347 as the power source. A 351/400m or 385 series would have been the better choice. You are building a power plant for a Maverick or mustang. Not a bronco.
no flow testing, im out.
Bronco motors dont need ported. a huge waste of time.
Why not? Depending on which cam he uses, and what he uses the Bronco for, he might need more than he did. Until you have saw some of the off road engines work, you don’t know what you need. I have watched a few of them that wallowed out the runners like Kamala Harris just to run in the mud, at 5500 rpm. I have seen trucks that were running a cam,with a 1500-4000 range , to keep the torque down in the lower range to make it clean tires.
he is not an exspert please take with a grain. you match the cam to the engine david vizard is the truth the law he read and watched videos
347s are a stupid build.