In the past, I would've tried to tackle this type of project on my daily driver with absolutely 0 experience. Out of sheer laziness, I would've skipped using a radius or an extra valve as a guide and equipped myself with less-than-adequate Dremel attachments. Upon completion, you can bet my car ran rougher and I would have convinced myself that I sacrificed some drivability for power😅 Awesome video, Thank you.
I happen to have a B9 SQ5, already on the path to Stg3+ (739hp/710tq). After this there is need for port injection to take the power level any further than DI can support. Subbed. I also have several 2.7t audi engines, and this video motivates me to practice on one of the damaged heads I have layin around, then I can move onto the big port heads and smooth things out.
i have a B9 that i just got a hybrid turbo for that I'm installing very soon. I have basically full Bolt ons now. next step would be building the engine.👹 I love seeing this platform getting the support that it deserves. 👍
@@krusher74 yeah totally free to pull and disassemble a $10,000 engine out of a $50,000 car For probably a 30 hp gain. I don't know why I didn't do that first.🤦♂️
I am going to preface this by saying that I'm not an expert by any means in porting a cylinder head. But from my understanding of it, you would want to leave a bit of a rough finish in the intake ports. Especially on port injection. Because it helps atomize the fuel before it enters the cylinder. Direct injection would probably benefit more from a smoother finish. One of the most common things I've seen, especially on engines that still have the EGR is that the intake ports become quite carboned up since there's no fuel in the ports to "clean" it. From what I saw on this, the factory cast finished seemed to be alright. Though it was restricted at the bowl/seat area as you addressed. And then make the exhaust ports a mirror finish for better exhaust extraction and not giving any deposits a place to get caught and cause a restriction. And as far as HP gains from doing a port job isn't so much for a drastic increase. What it does is allows more efficient flow of air in and out of the engine. That's the name of the game. Efficiency. With an engine being essentially an air pump. How it goes in and how it exits makes a big difference on how the engine performs regardless of how much power it increases. It gives the engine itself more potential to make more power easier.
i'm still amazed with all the efforts companies go to to get better emissions/mpgs from there engines that there is still such easy picking for head porters on modern castings. I bet with he gains in CFM here that if the OG engine is 2.0L it could not be making the same power with 1.8L or less. I know they want to save money/time in the factory from not doing a CNC port, but surely there benefits are attractive in the modern age. Or at least the "GTi" models should have this help.
This is a great video. Very good eductional information on a step to step and how to- Why to-. Excited for the results. How does this head compare to the B8 that was done? Will we see a video for the B8 heads also?
@headgames I thought you guys did R&D videos on every head port you guys do, or is it just the popular ones I've been seeing alot of awesome bmw videos here recently it's great work yall do
Way interesting head. For the short length, think that not increasing the CSA, is the smart move. Wondering if changing the seats, to give y’all some meat, to get a 88% throat, with good valve job, bowl blend, and extend the departure angles into the chamber, might give the best bang for the buck, where y’all that deep in, already, and making port energy, being key, to the success, in this job, beyond the flow bench. Be interesting to see what can be done with the cam / valvetrain, to get more lift. Great stuff. Thanks for sharing.
we would have to out a big valve in it to see any gain there. The throat is just already too big. We have the valvetrain solution coming on the next vid on Oct 16
@@headgames somewhere in there, you said that it was already lacking on enough of a bottom cut, and leads me to believe that the throats are already too big. My reasoning is, that if y’all replaced the seats with a smaller ID and a larger OD, y’all could get a more favorable 88% throat and improved departure angles, to put some energy into the port, that it looks to be already lacking. No sh*t intended as a criticism, just a suggestion…
Thank u for this vídeo and this explanation, I like This type of job. I would like to learn myself. Im trying to get the inside of my Intake manifold ported could I ask u what type of finish you recommend for this job? 60 grit or 120?? Thank u
Glad you got something out of this! One thing, if you are just going to sand the intake, don't waste your time. There is nothing in surface finish, you need to move material to make a difference. After porting, I would rough in with a 60 grit and go back over it with 120 grit then hit it again with a scotch bright red pad to get rid of the glue from the cartridge rolls.
@@headgamesThanks for the advice, I will do that. This may sound stupid, I have the Makita GDO603 for removing material and it is fantastic. The problem I have is that I can't find a pneumatic grinder with front exhaust for sanding. My air compressor is 75 LITERS I don't know if it could be done with something like a Foredom SR? or what would you do?
Good Morning Dave! Another great video as always. You have managed to give me the "itch* for modifying my own 4g63 head. I'm picking up a spare core here shortly so I have something to experiment on. If I remember correctly, you said most of the gains will be from a pocket port/combustion chamber softening. So that's what I plan to do. I have a question for you. From your experience is there a benefit from replacing the factory valves with a budget aftermarket option? Is it worth the time/cost for a lower HP car? 700hp area or so? Is there a particular brand you tend to use? Thank you!
Buying valves for something that makes 700whp is a great investment. OEM valves can burn and if something happens to the short block the OEM valve will break vs a good aftermarket valve will just bend. The aftermarket valves are made to handle more heat. I would suggest always doing a bronze valve guide and valve job along with the valve because the OEM stem diameter is a little bigger than the aftermarket valve so when you do the aftermarket valve the valve to guide clearance opens up. Do the bronze guide and size it correctly with a good GSC stock size valve is totally worth all of that effort for 700whp!
What a loaded question. What I read in textbooks and what the cylinder head king @ GM explained to me was "mixture motion decreases knock tendency" - and good heads/ports are a balance between overall airflow and good mixture motion - whether it be swirl, tumble or a combination of the two. The mixture motion can come from port design or chamber/squish design. There are enough racers out there that have "solved" knock in high-boost applications by turning the chamber into a bath tub, totally eliminating any/all squish goodness. Don't know what to believe!
Not two spark plugs but rather one spark plug hole and a DI injector hole per cylinder in the beginning of the video. Are these heads from Mario Molliere at M2technik?
@@headgames I understand and have seen a ton of edits for things like that ranging from choppy sound corrections to text overlaid on the screen. Figured that it would be Mario sending you heads.
You think that OEM "short side" in the intake ports was just laziness by the manufacturer? Or do you think it's there on purpose to induce some kind of specific airflow motion?
Well, we reshape it, or smooth it so it is not as intrusive as one might think . Mill it .006 and we are back to OEM. But, now you have the ability to add more timing and moved the threshold of detonation
Fan of your work. Glad you mentioned "if you dont have DI you wouldnt do it this way" untill then, I was thinking, he just hacked the whole DI flow. These chambers are sanded and smoothed from factory. In the technical manual it clearly shows the intake shape heading towads the valves square, the part you mentioned as "choked" clearly its on one side again this is ro help DI squish. one thing im sure is, you have slowed the air down before the valves. you mentioned it yourself, the exhaust is ported from factory, because it was important for it to be round and curved, you can clearly see that the intake shape and direction is nothing like the exhaust. Audi couldnt cast them out? they have mild polished the chamber and ported exhaust, did they just miss the "chokey boys" on the intake. clearly this is not a 4G63 If it was only DI injection, that car with that chamber mod, will idle and run like shit at low RPM accel, might even throw misfire codes. but obviously this is done for a secondary injection setup. those injection port holes shape and direction are different on the intake for sure.
I must share that I have mixed thoughts on that theory because I too had the opinion that it would not work unless you do it with PI but on the ecoboost, new Honda K, B58 and a few others we have done pocket port and chambers, found out that it wasn't a DI/PI car or truck and it didn't hurt it at all, but picked up power everywhere. Which makes no sense to me. I feel like it has proven me wrong. Some people smarter than me have said because it is just for start up. But, I don't know.
well, the idle and efficiency part is an uneducated opinion. I have never seen the pocket port hurt any combo. The head did get flow tested before and after, otherwise that's not R&D. We flow tested it before anything, before and after valve job, before and after the combustion chamber reshape. We share some of that data on Oct 16 for part 2 of this.
@@headgames I've been an engineer for 22 years and an engine designer for 17. It's not my opinion; it's in the Bosch Automotive Handbook. How have you impacted the bsfc and emissions?
@@chrisstavro4698 Pocekt porting is in the Bosch handbook? I have a buddy who works for them and tunes nascar. Gonna have to ask him about that. It is getting tuned. When I say uneducated, I do apologize how that came out. You are certainly intelligent with experience. But, we have done this on many DI platforms now and ALL of them have picked up power everywhere. Nobody has mentioned driveability issues, idle issues or anything of that sort. Because it gets tuned for it.
@@headgames Of course not pocket porting, but various tricks to increase tumble and torque at low rpm/load. A team of German engineers deliberately put in that ssr and air dam. Why do you think they did that, and why does it seems to work without them?
@@chrisstavro4698 A bosch handbook has this info in it? That just seems kinda crazy to me that it would speak about cylinder head design. But, it works without it because there is added port injection. Port injection along with the DI you can tune out the idle issues. If this was not a thing then no BMW that is making power with a ported head would work at all. Same with ecoboost, lambo, audi, the list goes on. It really doesn't care. I admit that I thought like you that we needed to keep all of those things in there for the mixture motion of the DI but nobody has issues after a tune with any of those platforms. It is maybe for start up emissions but nothing beyond that is what I learned from doing it.
In the past, I would've tried to tackle this type of project on my daily driver with absolutely 0 experience. Out of sheer laziness, I would've skipped using a radius or an extra valve as a guide and equipped myself with less-than-adequate Dremel attachments. Upon completion, you can bet my car ran rougher and I would have convinced myself that I sacrificed some drivability for power😅 Awesome video, Thank you.
lol 😂 whatever you have to tell yourself
Hurry up, I'm dying over here! Absolutely loving it!!!!!!
lol Oct 16 is the next update on this
@@headgames 2 weeks! (got a new sub out of it)
Thanks David. Picked up lots of priceless information from your videos.
The way you make the Is short Turns flow effortletely is just amazing to me love the work dave...
Thanks Melvin! Sure it will be cool when you see your head carved up!
Great job and good explanation of why it is done this way. This week is already getting long, waiting for the next video. Greetings, Dave.
Great to see a different head. Makes it easier for me to learn and figure out what to look for.
A lot of glaringly obvious stuff on that one, I cant belive a modern head is so bad!
I happen to have a B9 SQ5, already on the path to Stg3+ (739hp/710tq). After this there is need for port injection to take the power level any further than DI can support. Subbed. I also have several 2.7t audi engines, and this video motivates me to practice on one of the damaged heads I have layin around, then I can move onto the big port heads and smooth things out.
That's cool you see motivation here! Love hit! My advice is don't smooth things, you need to move material to see any kind of gains.
i have a B9 that i just got a hybrid turbo for that I'm installing very soon. I have basically full Bolt ons now. next step would be building the engine.👹 I love seeing this platform getting the support that it deserves. 👍
look at all this free HP from a porting you could get before a hybrid turbo and bolt-ons.
@@krusher74 yeah totally free to pull and disassemble a $10,000 engine out of a $50,000 car For probably a 30 hp gain. I don't know why I didn't do that first.🤦♂️
Awesome porting there! Glad to have found your channel! Should be alot more flow over stock removing all that shrouding! Really helps low lift flow!
it helped it everywhere, I share a graph on the gains in part 2. Drops Oct 16
Great stuff Dave
I am going to preface this by saying that I'm not an expert by any means in porting a cylinder head.
But from my understanding of it, you would want to leave a bit of a rough finish in the intake ports. Especially on port injection. Because it helps atomize the fuel before it enters the cylinder. Direct injection would probably benefit more from a smoother finish. One of the most common things I've seen, especially on engines that still have the EGR is that the intake ports become quite carboned up since there's no fuel in the ports to "clean" it.
From what I saw on this, the factory cast finished seemed to be alright. Though it was restricted at the bowl/seat area as you addressed.
And then make the exhaust ports a mirror finish for better exhaust extraction and not giving any deposits a place to get caught and cause a restriction.
And as far as HP gains from doing a port job isn't so much for a drastic increase. What it does is allows more efficient flow of air in and out of the engine. That's the name of the game. Efficiency. With an engine being essentially an air pump. How it goes in and how it exits makes a big difference on how the engine performs regardless of how much power it increases.
It gives the engine itself more potential to make more power easier.
I would never waste my time on smoothing intake ports or mirror polishing an exhaust port. It does nothing.
@@headgames does it affect heat transfer in anyway?
@@krusher74 I'm really not sure. What's the heat transferring to?
@@headgames Right on. Then don't. You do you 👍
i'm still amazed with all the efforts companies go to to get better emissions/mpgs from there engines that there is still such easy picking for head porters on modern castings. I bet with he gains in CFM here that if the OG engine is 2.0L it could not be making the same power with 1.8L or less. I know they want to save money/time in the factory from not doing a CNC port, but surely there benefits are attractive in the modern age. Or at least the "GTi" models should have this help.
makes us look like a hero!
This is a great video. Very good eductional information on a step to step and how to- Why to-. Excited for the results. How does this head compare to the B8 that was done? Will we see a video for the B8 heads also?
we might make a B8 vid on one coming through the shop, but that R&D was done awhile ago and a shop paid for the R&D.
@headgames I thought you guys did R&D videos on every head port you guys do, or is it just the popular ones I've been seeing alot of awesome bmw videos here recently it's great work yall do
@@hoodoliberty Yeah, not all of them unfortunately
Way interesting head.
For the short length, think that not increasing the CSA, is the smart move.
Wondering if changing the seats, to give y’all some meat, to get a 88% throat, with good valve job, bowl blend, and extend the departure angles into the chamber, might give the best bang for the buck, where y’all that deep in, already, and making port energy, being key, to the success, in this job, beyond the flow bench.
Be interesting to see what can be done with the cam / valvetrain, to get more lift.
Great stuff. Thanks for sharing.
we would have to out a big valve in it to see any gain there. The throat is just already too big. We have the valvetrain solution coming on the next vid on Oct 16
@@headgames somewhere in there, you said that it was already lacking on enough of a bottom cut, and leads me to believe that the throats are already too big. My reasoning is, that if y’all replaced the seats with a smaller ID and a larger OD, y’all could get a more favorable 88% throat and improved departure angles, to put some energy into the port, that it looks to be already lacking.
No sh*t intended as a criticism, just a suggestion…
Thank u for this vídeo and this explanation, I like This type of job. I would like to learn myself.
Im trying to get the inside of my Intake manifold ported could I ask u what type of finish you recommend for this job? 60 grit or 120?? Thank u
Glad you got something out of this! One thing, if you are just going to sand the intake, don't waste your time. There is nothing in surface finish, you need to move material to make a difference. After porting, I would rough in with a 60 grit and go back over it with 120 grit then hit it again with a scotch bright red pad to get rid of the glue from the cartridge rolls.
@@headgamesThanks for the advice, I will do that. This may sound stupid, I have the Makita GDO603 for removing material and it is fantastic. The problem I have is that I can't find a pneumatic grinder with front exhaust for sanding. My air compressor is 75 LITERS I don't know if it could be done with something like a Foredom SR? or what would you do?
I need this for the Nissan L series engines for the Datsun S30 chassis.
By using an elliptical burr you ensure you cut elliptical shapes which tend to be the most efficient from an aerodynamic POV. This guy knows!
Good Morning Dave! Another great video as always. You have managed to give me the "itch* for modifying my own 4g63 head. I'm picking up a spare core here shortly so I have something to experiment on. If I remember correctly, you said most of the gains will be from a pocket port/combustion chamber softening. So that's what I plan to do. I have a question for you. From your experience is there a benefit from replacing the factory valves with a budget aftermarket option? Is it worth the time/cost for a lower HP car? 700hp area or so? Is there a particular brand you tend to use? Thank you!
Buying valves for something that makes 700whp is a great investment. OEM valves can burn and if something happens to the short block the OEM valve will break vs a good aftermarket valve will just bend. The aftermarket valves are made to handle more heat. I would suggest always doing a bronze valve guide and valve job along with the valve because the OEM stem diameter is a little bigger than the aftermarket valve so when you do the aftermarket valve the valve to guide clearance opens up. Do the bronze guide and size it correctly with a good GSC stock size valve is totally worth all of that effort for 700whp!
I wonder how much knock resistance was lost by removing that intake short side ledge?
What a loaded question. What I read in textbooks and what the cylinder head king @ GM explained to me was "mixture motion decreases knock tendency" - and good heads/ports are a balance between overall airflow and good mixture motion - whether it be swirl, tumble or a combination of the two.
The mixture motion can come from port design or chamber/squish design.
There are enough racers out there that have "solved" knock in high-boost applications by turning the chamber into a bath tub, totally eliminating any/all squish goodness. Don't know what to believe!
With the port injection, fuel and the chamber reshape I would say we moved the threshold in a positive direction
Do you ever ceramic coat the combustion chambers after reshaping it? I've been seeing it a lot lately.
@@2-TwistedRacing back in the early 2000’s it was a thing. Didn’t do shit, just an added expense.
Not two spark plugs but rather one spark plug hole and a DI injector hole per cylinder in the beginning of the video. Are these heads from Mario Molliere at M2technik?
YEAH! I realized I said the wrong thing but I wasn't going back and taping it again lol. From Jackal Motorsports and Mario
@@headgames I understand and have seen a ton of edits for things like that ranging from choppy sound corrections to text overlaid on the screen. Figured that it would be Mario sending you heads.
You think that OEM "short side" in the intake ports was just laziness by the manufacturer? Or do you think it's there on purpose to induce some kind of specific airflow motion?
it is to direct the air to the center of the chamber. Most DI heads do that in some way.
VW vr6 3.6l would appreciate some content on that platform. @HeadGames Motorworks
I don't see us doing that anytime in the near future.
Question, do you believe you gain much in cleaning up the combustion chamber compared to the slight loss in compression it results in? Thanks.
These things are 11:1 from the factory and most of the aftermarket piston options lower the compression anyways. Im sure its not a big deal
@@jeremys5042 Gotcha
Well, we reshape it, or smooth it so it is not as intrusive as one might think . Mill it .006 and we are back to OEM. But, now you have the ability to add more timing and moved the threshold of detonation
Of course im going to reuse it on every combustion chamber it fits
yes lol
How about nissan CA18 heads?
don't think we will be doing that one
Fan of your work. Glad you mentioned "if you dont have DI you wouldnt do it this way" untill then, I was thinking, he just hacked the whole DI flow. These chambers are sanded and smoothed from factory. In the technical manual it clearly shows the intake shape heading towads the valves square, the part you mentioned as "choked" clearly its on one side again this is ro help DI squish. one thing im sure is, you have slowed the air down before the valves. you mentioned it yourself, the exhaust is ported from factory, because it was important for it to be round and curved, you can clearly see that the intake shape and direction is nothing like the exhaust. Audi couldnt cast them out? they have mild polished the chamber and ported exhaust, did they just miss the "chokey boys" on the intake. clearly this is not a 4G63 If it was only DI injection, that car with that chamber mod, will idle and run like shit at low RPM accel, might even throw misfire codes. but obviously this is done for a secondary injection setup. those injection port holes shape and direction are different on the intake for sure.
I must share that I have mixed thoughts on that theory because I too had the opinion that it would not work unless you do it with PI but on the ecoboost, new Honda K, B58 and a few others we have done pocket port and chambers, found out that it wasn't a DI/PI car or truck and it didn't hurt it at all, but picked up power everywhere. Which makes no sense to me. I feel like it has proven me wrong. Some people smarter than me have said because it is just for start up. But, I don't know.
Big thing he did gave mire space around the valves.
🇦🇬
⭐️⭐️⭐️⭐️⭐️.
🙇🏾♂️
It’s not two plugs per cylinder one and another is DI
yeah I messed that up
0:57
Two spark plugs per cylinder?
Huh
yeah I am a dummy, did not realize I said that till it is on here.
Could you give us a link to background tune?
background tune?
@@headgames yeah , the soundtrack
A never before seen head and you start porting before you flow it? Interesting. you just killed idle and part throttle efficiency.
well, the idle and efficiency part is an uneducated opinion. I have never seen the pocket port hurt any combo. The head did get flow tested before and after, otherwise that's not R&D. We flow tested it before anything, before and after valve job, before and after the combustion chamber reshape. We share some of that data on Oct 16 for part 2 of this.
@@headgames I've been an engineer for 22 years and an engine designer for 17. It's not my opinion; it's in the Bosch Automotive Handbook. How have you impacted the bsfc and emissions?
@@chrisstavro4698 Pocekt porting is in the Bosch handbook? I have a buddy who works for them and tunes nascar. Gonna have to ask him about that. It is getting tuned. When I say uneducated, I do apologize how that came out. You are certainly intelligent with experience. But, we have done this on many DI platforms now and ALL of them have picked up power everywhere. Nobody has mentioned driveability issues, idle issues or anything of that sort. Because it gets tuned for it.
@@headgames Of course not pocket porting, but various tricks to increase tumble and torque at low rpm/load. A team of German engineers deliberately put in that ssr and air dam. Why do you think they did that, and why does it seems to work without them?
@@chrisstavro4698 A bosch handbook has this info in it? That just seems kinda crazy to me that it would speak about cylinder head design. But, it works without it because there is added port injection. Port injection along with the DI you can tune out the idle issues. If this was not a thing then no BMW that is making power with a ported head would work at all. Same with ecoboost, lambo, audi, the list goes on. It really doesn't care. I admit that I thought like you that we needed to keep all of those things in there for the mixture motion of the DI but nobody has issues after a tune with any of those platforms. It is maybe for start up emissions but nothing beyond that is what I learned from doing it.