Thanks for the great videos. I'm am a GM guy but I watch all of you videos. After all I will be attempting to port my 248 straight 8 Buick head some day. I always learn from you.
My Dad's first car was a Buick super 8 with dual carbs he rebuilt and hot rodded. Supposedly it is crashed in the Rocky Point preserve back were I used to go mountain biking on Long Island. I never found the wreck that was left by the guy who bought it from my Dad.
Yes finally some porting info on some 3 bars. Can not find much info on these heads, or at least a decent amount of porting info other than just a clean up or crazy amounts of reshaping from obvious beginners (like myself) that think get the biggest hole is the object. Mine are Cobra gt40s and have the egr bore so I'm limited on raising the exhaust roof. One suggestion Charlie could you use a pointer as your speaking of particular areas of the bowl, walls, roof etc. I have a hard time following you at times. Thank you for a great amount of information.
I have a set of 3-bar GT40s on my 5.0L that have had some port work performed, but no idea on flow numbers. Still retained the stock valve job and valve size. Made 281rwhp on a very mild N/A combo, ran mid 12s @108 in a full weight notchback. It's turbo now and down with a cracked block through the mains. I've been debating picking up a set of Promaxx heads and swapping these GT40s onto my explorer to replace the GT40Ps or send the Ps out for porting. I can't wait to see what you do with these GT40s.
I had a set of these cylinder heads done in 2003 and they flowed about the same numbers as your first cut on a 306 inch motor and made 480 HP when I sprayed it with 175 it made 625 good nitrous heads
Great video Charlie. DV did a video recently on making port moulds on a cylinder head that he is doing for Richard Hollander. You might find it interesting. Regards Greg
I have been studying all of you videos, they are absolutely amazing- specifically on the gt40 heads. I am trying to read the chart for the air speeds on the exhaust port. Can you please give me a little info on them… Are the highest air speeds on the shared wall side of the exhaust port or the opposite side (the long side of the port). I know that the roof has a much higher air speed compared to the floor. But if you could tell me which of the other sides has the greater velocity I would really appreciate it😀👍
You are awesome, thank you so much! And again your videos are incredible, please keep making them. I can’t begin to tell you how much I’ve learned from them. Your knowledge of port work and fluid dynamics is remarkable. Getting to watch a master at work is priceless😀👍
Impressive gains in the .300 to .500 range. Seems like Ford heads hit an inflection just below .400”. It will be good to get better granularity of exactly where it’s happening.
Charles on that chamber area on the wall side of the intake valve would it be best to go in there and unshroud the intake valve and get the compression back by milling the head ?.and what are your thoughts on a 1.90 // 1.60 for valve sizes ? My thought is keep the 1.90 intake in it and retain some port velocity And get all I can from the exhaust side.
I thought it was a good idea. I get to see if AFR flows as advertised on my bench. Haha, I bet they are down 15 cfm. If this works out I may do something similar in the future.
Stock cuts. I am uploading a video on the stock cuts on my brothers mopar #308 heads. There are three angles and I really like it with those 1.88 valves considering how restrictive the pushrod pinch is on those heads.
@@servediocylinderheads i both sets. The 308s are a 360 open chamber head. And the 302s are 318 closed chamber. I was referring to the 308s. You can make them flow quite well with minor work. Where as the #302s just have to small of ports for a 360. Both the #308 and #302 heads have restrictive pushrod pinches.
Charlie, you want a good comparison? Revise the question to old AFR 160cc small block Ford head's. Why you ask? Because AFR was losing their tail with the old 160cc head to a ported 1969-70 C9OE/D0OE 351W castings with 1.94" intake valves and 1.60" exhaust valves. They had to revise that 160cc head to a 165cc and reconfigure the port some more. I'm curious though, I wonder if I raised the exhaust floor like you said that should be done but make it a True D port if it will really wake it up? This is why I'm looking for a scrap GT40 Three bar cylinder head. I will nickel weld the floor upward or use Braze since it's not going on a running engine but testing purposes only.
@@servediocylinderheads They are just over +.100 length compared to a standard sbc valve. I already needed +.100 valves for these heads. And I always check to see what pushrod length works best with my components.
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I was waiting for someone to port the heads I have. can't wait to see the numbers!
Thanks for the great videos. I'm am a GM guy but I watch all of you videos. After all I will be attempting to port my 248 straight 8 Buick head some day. I always learn from you.
My Dad's first car was a Buick super 8 with dual carbs he rebuilt and hot rodded. Supposedly it is crashed in the Rocky Point preserve back were I used to go mountain biking on Long Island. I never found the wreck that was left by the guy who bought it from my Dad.
Hey Charles . Love the videos . Keep them coming 💪🏼
Yes finally some porting info on some 3 bars. Can not find much info on these heads, or at least a decent amount of porting info other than just a clean up or crazy amounts of reshaping from obvious beginners (like myself) that think get the biggest hole is the object.
Mine are Cobra gt40s and have the egr bore so I'm limited on raising the exhaust roof.
One suggestion Charlie could you use a pointer as your speaking of particular areas of the bowl, walls, roof etc. I have a hard time following you at times.
Thank you for a great amount of information.
I can. Good point.
I couldn't find much internet info on these heads at all.
Informative video like always. Keep posting and sharing because I can keep learning.
00:37 Actually the casting is F3ZE-AA which are one year only 1993 Cobra heads 60-63cc
I have a set of 3-bar GT40s on my 5.0L that have had some port work performed, but no idea on flow numbers. Still retained the stock valve job and valve size. Made 281rwhp on a very mild N/A combo, ran mid 12s @108 in a full weight notchback. It's turbo now and down with a cracked block through the mains. I've been debating picking up a set of Promaxx heads and swapping these GT40s onto my explorer to replace the GT40Ps or send the Ps out for porting. I can't wait to see what you do with these GT40s.
I had a set of these cylinder heads done in 2003 and they flowed about the same numbers as your first cut on a 306 inch motor and made 480 HP when I sprayed it with 175 it made 625 good nitrous heads
Made 480 on what they flowed on my first cut? Nice!
Great video Charlie. DV did a video recently on making port moulds on a cylinder head that he is doing for Richard Hollander. You might find it interesting. Regards Greg
Seen it, he does a good job no doubt.
Those 3 bar are off the 96 explore, no thermal air ports ..
I have been studying all of you videos, they are absolutely amazing- specifically on the gt40 heads. I am trying to read the chart for the air speeds on the exhaust port. Can you please give me a little info on them…
Are the highest air speeds on the shared wall side of the exhaust port or the opposite side (the long side of the port). I know that the roof has a much higher air speed compared to the floor. But if you could tell me which of the other sides has the greater velocity I would really appreciate it😀👍
@@mattcurtis4362 Usually the shared wall. The better you equalize the speeds the more efficient it will work. At least I think so. Thanks
You are awesome, thank you so much! And again your videos are incredible, please keep making them. I can’t begin to tell you how much I’ve learned from them. Your knowledge of port work and fluid dynamics is remarkable. Getting to watch a master at work is priceless😀👍
@@mattcurtis4362 I appreciate that. Remember, there are plenty who think I know nothing. Good to remember.
Impressive gains in the .300 to .500 range. Seems like Ford heads hit an inflection just below .400”. It will be good to get better granularity of exactly where it’s happening.
It seems to get better with a smoother ssr. Thanks
Love your channel man
Thanks!
I was hoping you were going to ask for a set of Olds 455 Ga heads. Maybe next contest.
If it is not a numbers matching deal take a good look at aftermarket castings. Stockers can be made to work but need alot of effort.
Charles on that chamber area on the wall side of the intake valve would it be best to go in there and unshroud the intake valve and get the compression back by milling the head ?.and what are your thoughts on a 1.90 // 1.60 for valve sizes ? My thought is keep the 1.90 intake in it and retain some port velocity And get all I can from the exhaust side.
The 1.94" /1.6" combo is pretty good, the bigger intake flows a bit more in the midrange. Milling is great but may also come with a flow loss.
Thank you Charles!
If only you could change the port angles with a squeeze of a finger like you did to the exhaust mold
Hi Charlie. Yes you are crazy. Porting a set for 500 bucks, that's a deal of a lifetime. And it's not my lucky day. I have a set of 185s. Andrew
I thought it was a good idea. I get to see if AFR flows as advertised on my bench. Haha, I bet they are down 15 cfm. If this works out I may do something similar in the future.
I would love to have you do a set of AFR 165’s.
Contact me charlesservedio@ gmail.com thanks
Stock cuts. I am uploading a video on the stock cuts on my brothers mopar #308 heads. There are three angles and I really like it with those 1.88 valves considering how restrictive the pushrod pinch is on those heads.
308's or 302's?
@@servediocylinderheads i both sets. The 308s are a 360 open chamber head. And the 302s are 318 closed chamber. I was referring to the 308s. You can make them flow quite well with minor work. Where as the #302s just have to small of ports for a 360.
Both the #308 and #302 heads have restrictive pushrod pinches.
Charlie, you want a good comparison? Revise the question to old AFR 160cc small block Ford head's. Why you ask? Because AFR was losing their tail with the old 160cc head to a ported 1969-70 C9OE/D0OE 351W castings with 1.94" intake valves and 1.60" exhaust valves. They had to revise that 160cc head to a 165cc and reconfigure the port some more. I'm curious though, I wonder if I raised the exhaust floor like you said that should be done but make it a True D port if it will really wake it up? This is why I'm looking for a scrap GT40 Three bar cylinder head. I will nickel weld the floor upward or use Braze since it's not going on a running engine but testing purposes only.
I would like to see that experiment. I bet it works.
🔔😎Crooked valve guides.?
Crooked seat
Just bought some GT40 valves but not for GT40 heads LOL
Length will need different length pushrods for geometry.
@@servediocylinderheads They are just over +.100 length compared to a standard sbc valve. I already needed +.100 valves for these heads. And I always check to see what pushrod length works best with my components.
What do you use to measure the port and what do you do to know how much off each side to take so you arent going too far to one side or another?
Calipers
Ultrasonic thickness gauge