I learned to turn a wrench at 11 years old from Ron Fassl ( Phoenix Funny Car and Elephant Hunter ) first words were "An Engine is an air pump" oh ya and Motors are wound. Great job. You're educating a new generation of enthusiasts.
Our 408 in our bracket Camaro had 1 3/4 to 1 7/8 steps and 3.5 collector. Pulled it after about 300ish runs and the intake was spotless. Leaked down great and bearing were perfect so we put springs on it and dropped in our Blazer which had s set of custom 1 5/8 to 1 3/4 steps 3" collector. It ran about 2 tenths slow and after 150 runs the intake was sooted up. Lesson learned!
Chrysler and Ford both did this to ports, raised them. Pontiac did on think RamAir IV. When you started out, junior Johnson had pizza ovens, heat heads , weld up, grind open and port, the turbo castings of time were expensive parts that didn't survive.
BIGGER ISNT always better ask almost any woman or engine builder lol. Doing more with less is always better. In all aspects of life. Thank you for the information sir.
Hey Brian! I really enjoy your videos! What I love most is that you are an NA man. There’s lots of RUclips Certified people that by taking an LS and stuffing a turbo and making 1000hp makes them professional engine builders. “Turbochargers are for people who can’t build (NA) engines”. Keith Duckworth. Also, the fact that your experience speaks volumes about your knowledge you don’t have to try to correct wrong and inaccurate comments from individuals that because of their ignorance speak out of their foolishness. Keep up the good work! I subscribed!
During my first few years of flow bench workup, my worst part of it was concentration on swirl. In the end I learned nothing as it applies to a racing engines as I eventually found misfire because of that. What a pain in the butt. -- It for sure helped understand what it can do however when rpm goes up, you loose. In my studies, it came down to piston and chamber shape. That's where the port shapes pay off in the end. As far as flow bench results, if you really would like to discover their worth, you must study low lift engines. Those open the brain cells allowing a more thorough understanding of start fast/end fast, for success in understanding head work. -- Join SAE. It's like a Bible study. You never learn enough...
Mate, I wish your channel the growth it deserves. Keep up the effort. You will soon find a huge audience of folks really thirsty for wisdom from a guy like you.
Wow, you touched on a lot of topics. Heard of some but I believe no one painted the bigger picture like you did. And btw your use of the whiteboard and the cut model really helps to understand where you are going. Keep up the good work 👍 Seems like there are a ton of videos to come 😊
That port work is trick af. Wish you had a stock cutaway for a side by side comparison so people could get a better idea of what you accomplished there.
Repco Brabham in Australia did this many many years ago with their development 3.5 alloy Buick engine remodeled into a formula 1 3.0 engine . It also was raced as a 4.4 lt engine in sports cars. Great show. Keep it up 👍🥃🇦🇺
Thanks for taking me to school for free!! I do appreciate it. Please keep it up. Threw all the clouds of b.s out there, you're channel will rise to the top In time. Probably a short time. Thanks for your time, great video.
Thanks for sharing your knowledge most people don't realize the amount hours and time sacrifice dedication that's involved in dyno testing trying to find that edge over the competition when rules are involved
THANKS FOR THE VIDS THEY ARE GONNA BE STAPLES THAT EVERYONE WILL HAVE TO WATCH IF THEY WANT TO MAKE HP AND I APPRECIATE THE VID U MADE FOR ME AND HOW FAST YOU MADE IT I WILL BE A STUDENT OF YOUR CHANNEL FOR GOOD NOW I CAN TELL YOU WILL TEACH US LOTS MORE
23" Hg vacuum at cruising 3800 rpm = -11.296 psi. Piston = 4.125" bore. Area = 13.36"sq. Force = area* pressure 13.36 * 11.296 = 150.88 lb. At 3800 rpm, g-force magnifies this value, along with the mass of the rotating assembly. What happened was an almost instant manifestation of hot oil upon entering the cruise rpm. Oil temp was normal until highway cruising conditions. 1-3/4" primary tubes, 4-2-1 collectors, 2.5" dual exhaust with x-pipe and full length of car (15'). Wideband O2 at 13-14. 12:1 compression. Comp Cams Magnum 294 solid flat tappet. Intake runner ported to 2.6" sq. 450 cubic inch displacement. Detonation? Perhaps. Over-scavenging (23" manifold vacuum at 3800 rpm) as cause for detonation? Exhaust too small. Exhaust too lengthy for overlap used. Car fell on its face at 4900 rpm. I have sold the car. Lessons to apply in the future? Minimize overlap; shorten exhaust; ensure dynamic is not greater than 8.5:1 for 93 octane; larger diameter primaries; larger intake runners? Smaller displacement/shorter stroke.
Flow benches were great but having spent tons of time using them and lots of study I believe it is long past the time for a new evolution of the flow bench. Flow benches currently only simulate the flow that only exists momentarily, if ever, in the port/runner. In the running engine the air behaves quite differently most of the time. Flow bench "dead areas" are actually active in portions of the stroke and "live areas" quit in some portions of the stroke. Dr Blair's simulation software started a new trend towards more realistic flow analysis using computers and that is still on going. A new approach is needed to get the bits of power that is still available. A new type of flow bench is needed to supply better data to the simulation software. We have reached the point of diminishing returns so I don't think there is a lot left in NA engines with respect to Volumetric Efficiency but whatever is left will only be found using that new approach. I don't know of anyone working on this. Flow benches can lead you to more power as well as lead you down blind alleys. For example, flow bench testing of exhaust ports is a fools errand. A flow bench does not simulate actual exhaust flow in any but the crudest way. Very hot high pressure exhaust does not flow like cold low pressure air in any way. They also tell you nothing about the wave activity in the runner/port/cylinder. The only thing possible with current techniques is to get the cylinder filled the same amount(same VE aka BMEP) but at higher and higher RPM. I think there is something left in the flow to get a higher VE & BMEP but it will take new flow test techniques and likely simulation software to get at it. I hope someone take up the challenge but it won't be me. I do hope to see it in my time though. We hit BMEP of 200 in the 1940's and since then we have gotten up to BMEP~240psl now. We will have to fight and scratch for every extra 1psi BMEP from now on. We are nearing the limit. Aside from that, the only paths to more NA power left are, MORE RPM, and less friction, but we are also near the limit of those too.
One most important (for me) when porting and flowing a head is knowing when and at what lift a port backs up.I've noticed that when a port goes turbulent at say .600 lift, airflow may not reattach untill closing valve .050 - even .100 before .600,another words port backup is very close to showing its ugly face way before it happens at .600.I would have never noticed this without a flow bench.Thanks for the time you put in this video,
Anyone who says that flow benches are useless, has probably never won anything! They definitely don’t understand pounds of air & pounds of fuel! Never mind airspeed & air density! Good video Mr Salter 👍🏻👍🏻👍🏻👍🏻!
CFM does matter. It is not the only thing that matters but it is very important. It is a lot easier to make 800hp with some crappy 400cfm heads that maybe don't have a lot of velocity or swirl than it is with really good heads that only flow 200cfm but have perfect velocity and swirl.
Love paying attention to the dead zones. Doing the most with what you have is what it's all about. Even supercharged/turbocharged applications need a terrific flowing head or they just won't make near the power. Boost pressures must be higher, heat increases from increased pressure and timing is retarded as a result and it's done making power & can damage the engine. Thanks for your knowledge, experience & time.
I've learned that a killer set of heads is power. But a killer set of heads with the intake carb compression piston design for the heads cylender finish correct ring package oil control temperature coolant flow and temperature everything built by and with one person's plan. Is how it should be done for maximum bang for the buck. A true engine builder at the top of their game is worth a whole lot of dependable power.
Maybe you could talk about flow reversing other words going back down at high. And say from 28” to going up 30” and losing flow. Thank hope to hear something on this.
@@SalterRacingEngines 17:20 You said the swirl on the valve is "designed to help flow". Also at 26:10 you said "I need to keep my fuel atomized, that's where the swirl comes in" , but that swirl does very little to help that either.
Maybe some info on an engines running depression, as @28 isnt real world IMO, it helps get you where you need to be. But ive found flowing at higher depreeions create a much more stable port, nice work 👍👍
Love your insight into cylinder head flow. I'm guessing this is why my AFR 180s look better on the engine simulator than a 190 or larger cylinder head, At least higher and flatter lower torque curve?
I agree with everything.. Just know that all 23º heads are not equal! Just last week we made 880+ out of a true 23º low port cylinder head. The goal is 900+. I think the worst part is people just move on from something. Because it's easier? Maybe..
Absolutely I try not to talk about one-off things unless I'm specifically being technical about it but yes there are circumstances where something is not the norm. Just yesterday I had a guy tell me I was full of crap because I got 27 inches of vacuum out of one of my engines. He wasn't there and he don't even know how I did it but yet I'm full of crap. LOL but that's why he is where he is and I am where I am. Thank you for the comment
Hello Brian I am new here. I have not tried my hand at porting cylinder heads. I saw on RUclips how to build your own flow bench from six old vacuum cleaner motors and building the chamber but it won't show any technical data but it will show improvement. I am interested in Pontiac 400 cylinder heads particularly the 6x4 and #13 heads. Are they the same theory as Chevy small block heads when porting? Is 425hp too much to ask for from a Pontiac 400? I wish I could purchase a $5000.00 flow bench but I'm not in porting business. I will try the homemade challenge and maybe I can put a flow gauge on the discharge air to measure the difference between before and after porting but first I have a pair of cracked junk Chevy heads I got for free from my engine shop to practice with before I have the nerve to do it to my good Pontiac heads. The industry standard I think is measured at 26" of vacuum?? I think. I don't think my homemade flow bench would be capable of that maybe 12" I don't know. That's a lot of power and needs a 220 volt vacuum motor and probably pulls 40 amps if its a commercial grade flow bench. But maybe it can help give me some idea what's going on
A lot of flow benches have about 14 fans in in there. Not just one big one. But actually the industry standard is 28 in of water. But look at it this way if you build something that can measure changes in a cylinder head Port that you're working on, then you're 90% there. It's not about whether or not you can get the same numbers that a commercial flow bench can get it's about whether or not you can have repeatability and have a base so you know where you're starting from and you know if your changes are doing any good or not.
Hello Brian what do you think about a bowl hog and afterwards round off the sharp edges. How hard is it to shape a pocket port by hand for a beginner. Can I use a smaller valve as a guide to see when to stop grinding the throat??
@@Christopher-re2hl well practice makes perfect what I recommend is get another head that you don't mind if you damage it. It can be any kind of cylinder head it doesn't matter what kind as long as the type of metal is the same because there's a big difference between grinding aluminum and grinding cast iron. Measure the valve diameter and then practice taking the bowl area and just under the seat to 85% of the valve diameter. You can buy measuring compasses and protractors at harbor freight that measure inside diameter and you can buy the kind that has a little screw threaded nut that lets you adjust the size and then measure the the compass with a caliper to see if you're at 85% of the valve yet. So like if you had a 1-inch valve you want the bowl to be .850 inches that would be 85% of a 1-in valve. Now the actual percentage you going to use greatly depends on what you're doing with the engine. But I'm just giving you some numbers to practice with and once you feel comfortable with the grinder then give it a shot. Bowl hogs are great tools just be careful not to screw up the short-turn. If I have a lot to take out I will use a cutter like that and then I'll finish it by hand
Just to clarify, reversion at bottom dead center of intake stroke? Im just thinking that might be at top dead center, end of ex and beginning of intake.. Where backed up ex can migrate into intake because of overlap..
@@terrypikaart4394 I'm not sure what you're referring to with your statement but reversion happens during overlap and also it happens during the intake stroke at the end of that cycle. If you don't have enough port velocity to overcome when piston is on its way back up and or the exhaust instead of flowing out starts going up the open intake port during overlap. If you have enough velocity that won't happen
@@terrypikaart4394 okay I had to read it again sorry. Yeah basically when you're piston makes that turn from bottom dead center starts heading up if your Port velocity is too slow it will push the intake charge back up in the intake while the valve is open and then of course naturally on the overlap side exhaust system isn't correct or man there's so many things that affect this part but you can have both valves open at the same time and instead of the exhaust leaving it actually starts heading up into the intake port all that will be reversion related issues that could be called simply by Port too big or can that's all wrong or an exhausted not flowing correctly
I'm so sorry I still didn't write this correctly this dumb phone is spell checking me and after I write or say something it changes the word later. I read what I wrote and that's still not what I said I mean most of it is but if you still have questions let me know I'll try and answer it much better.
No angle is important on every engine but a lot of people get hung up on just adding more boost or fuel or a little better intake But if they would put the same effort into their induction system as we do in naturally aspirated engines you would see horsepower numbers through the ceiling and a great example of that is a top fuel dragster that is a group of people that have put the same amount of effort into their cylinder heads as they have their induction and boost and you see numbers over 11,000 horsepower and that same principle will apply to diesels as well
I just want to thank you for going out of your way to share your knowledge. It is much apreciated.
I learned to turn a wrench at 11 years old from Ron Fassl ( Phoenix Funny Car and Elephant Hunter ) first words were "An Engine is an air pump" oh ya and Motors are wound. Great job. You're educating a new generation of enthusiasts.
You are 100% correct about reversion. I've seen it on lots of big intake port engines. The smallest port thst flows the most air generally is winner.
Our 408 in our bracket Camaro had 1 3/4 to 1 7/8 steps and 3.5 collector. Pulled it after about 300ish runs and the intake was spotless. Leaked down great and bearing were perfect so we put springs on it and dropped in our Blazer which had s set of custom 1 5/8 to 1 3/4 steps 3" collector. It ran about 2 tenths slow and after 150 runs the intake was sooted up. Lesson learned!
As others have said, thanks for sharing your knowledge.
Chrysler and Ford both did this to ports, raised them. Pontiac did on think RamAir IV. When you started out, junior Johnson had pizza ovens, heat heads , weld up, grind open and port, the turbo castings of time were expensive parts that didn't survive.
This is fantastic information based on your years of experience that you’ve chosen to share with us.
Thank you, Brian.👍🏻
BIGGER ISNT always better ask almost any woman or engine builder lol. Doing more with less is always better. In all aspects of life. Thank you for the information sir.
You still need X amount of Cfm to make X hp..
Says the guy with a small.... um engine.
@@davidphillips3953 lol
Hey Brian! I really enjoy your videos! What I love most is that you are an NA man. There’s lots of RUclips Certified people that by taking an LS and stuffing a turbo and making 1000hp makes them professional engine builders. “Turbochargers are for people who can’t build (NA) engines”. Keith Duckworth.
Also, the fact that your experience speaks volumes about your knowledge you don’t have to try to correct wrong and inaccurate comments from individuals that because of their ignorance speak out of their foolishness. Keep up the good work! I subscribed!
@@reimoloon thank you
During my first few years of flow bench workup, my worst part of it was concentration on swirl.
In the end I learned nothing as it applies to a racing engines as I eventually found misfire because of that. What a pain in the butt. -- It for sure helped understand what it can do however when rpm goes up, you loose. In my studies, it came down to piston and chamber shape. That's where the port shapes pay off in the end.
As far as flow bench results, if you really would like to discover their worth, you must study low lift engines. Those open the brain cells allowing a more thorough understanding of start fast/end fast, for success in understanding head work. -- Join SAE. It's like a Bible study. You never learn enough...
Mate, I wish your channel the growth it deserves. Keep up the effort.
You will soon find a huge audience of folks really thirsty for wisdom from a guy like you.
That's very kind I appreciate it
Wow, you touched on a lot of topics. Heard of some but I believe no one painted the bigger picture like you did. And btw your use of the whiteboard and the cut model really helps to understand where you are going. Keep up the good work 👍 Seems like there are a ton of videos to come 😊
@@maikgoldmann5691 thanks
That port work is trick af. Wish you had a stock cutaway for a side by side comparison so people could get a better idea of what you accomplished there.
Looking forward to your video and visit With D.V.
More on the exhaust side would be awesome thanks
Great to hear you talking about dead zone management. Excellent work
Repco Brabham in Australia did this many many years ago with their development 3.5 alloy Buick engine remodeled into a formula 1 3.0 engine . It also was raced as a 4.4 lt engine in sports cars. Great show. Keep it up 👍🥃🇦🇺
Thank man!! Love the info!
I agree air movement is very important, Thanks for a great show. 👍
Thanks for taking me to school for free!! I do appreciate it. Please keep it up. Threw all the clouds of b.s out there, you're channel will rise to the top In time. Probably a short time. Thanks for your time, great video.
Thanks for sharing your knowledge most people don't realize the amount hours and time sacrifice dedication that's involved in dyno testing trying to find that edge over the competition when rules are involved
Path of least resistance.
Engines are Batch processors
Glad you covered that
Enjoy your day
CFM is still part of the Equation , you can't get away from that fact, when i port, i aim for air speed port velocity rules !
Keep up the good work
The Gospel when experience and knowledge is still the best tools in the tool box
New subscriber here brother. Keep up the great work
Great information thank you for sharing your knowledge!! 😊
THANKS FOR THE VIDS THEY ARE GONNA BE STAPLES THAT EVERYONE WILL HAVE TO WATCH IF THEY WANT TO MAKE HP AND I APPRECIATE THE VID U MADE FOR ME AND HOW FAST YOU MADE IT I WILL BE A STUDENT OF YOUR CHANNEL FOR GOOD NOW I CAN TELL YOU WILL TEACH US LOTS MORE
23" Hg vacuum at cruising 3800 rpm = -11.296 psi. Piston = 4.125" bore. Area = 13.36"sq. Force = area* pressure 13.36 * 11.296 = 150.88 lb. At 3800 rpm, g-force magnifies this value, along with the mass of the rotating assembly. What happened was an almost instant manifestation of hot oil upon entering the cruise rpm. Oil temp was normal until highway cruising conditions. 1-3/4" primary tubes, 4-2-1 collectors, 2.5" dual exhaust with x-pipe and full length of car (15'). Wideband O2 at 13-14. 12:1 compression. Comp Cams Magnum 294 solid flat tappet. Intake runner ported to 2.6" sq. 450 cubic inch displacement. Detonation? Perhaps. Over-scavenging (23" manifold vacuum at 3800 rpm) as cause for detonation? Exhaust too small. Exhaust too lengthy for overlap used. Car fell on its face at 4900 rpm. I have sold the car. Lessons to apply in the future? Minimize overlap; shorten exhaust; ensure dynamic is not greater than 8.5:1 for 93 octane; larger diameter primaries; larger intake runners? Smaller displacement/shorter stroke.
Great information, thank you.
Subbed
Flow benches were great but having spent tons of time using them and lots of study I believe it is long past the time for a new evolution of the flow bench. Flow benches currently only simulate the flow that only exists momentarily, if ever, in the port/runner. In the running engine the air behaves quite differently most of the time. Flow bench "dead areas" are actually active in portions of the stroke and "live areas" quit in some portions of the stroke. Dr Blair's simulation software started a new trend towards more realistic flow analysis using computers and that is still on going. A new approach is needed to get the bits of power that is still available.
A new type of flow bench is needed to supply better data to the simulation software. We have reached the point of diminishing returns so I don't think there is a lot left in NA engines with respect to Volumetric Efficiency but whatever is left will only be found using that new approach. I don't know of anyone working on this.
Flow benches can lead you to more power as well as lead you down blind alleys. For example, flow bench testing of exhaust ports is a fools errand. A flow bench does not simulate actual exhaust flow in any but the crudest way. Very hot high pressure exhaust does not flow like cold low pressure air in any way. They also tell you nothing about the wave activity in the runner/port/cylinder.
The only thing possible with current techniques is to get the cylinder filled the same amount(same VE aka BMEP) but at higher and higher RPM. I think there is something left in the flow to get a higher VE & BMEP but it will take new flow test techniques and likely simulation software to get at it.
I hope someone take up the challenge but it won't be me. I do hope to see it in my time though. We hit BMEP of 200 in the 1940's and since then we have gotten up to BMEP~240psl now. We will have to fight and scratch for every extra 1psi BMEP from now on. We are nearing the limit. Aside from that, the only paths to more NA power left are, MORE RPM, and less friction, but we are also near the limit of those too.
One most important (for me) when porting and flowing a head is knowing when and at what lift a port backs up.I've noticed that when a port goes turbulent at say .600 lift, airflow may not reattach untill closing valve .050 - even .100 before .600,another words port backup is very close to showing its ugly face way before it happens at .600.I would have never noticed this without a flow bench.Thanks for the time you put in this video,
Love your info,,,waiting for more
Trying to digest all this. Thank you
Anyone who says that flow benches are useless, has probably never won anything! They definitely don’t understand pounds of air & pounds of fuel! Never mind airspeed & air density! Good video Mr Salter 👍🏻👍🏻👍🏻👍🏻!
CFM does matter. It is not the only thing that matters but it is very important. It is a lot easier to make 800hp with some crappy 400cfm heads that maybe don't have a lot of velocity or swirl than it is with really good heads that only flow 200cfm but have perfect velocity and swirl.
Ron Sperry that spent 50 years at GM , I could only imagine the conversations about cylinder heads you could have with him
Great stuff keep it up
Love paying attention to the dead zones. Doing the most with what you have is what it's all about. Even supercharged/turbocharged applications need a terrific flowing head or they just won't make near the power. Boost pressures must be higher, heat increases from increased pressure and timing is retarded as a result and it's done making power & can damage the engine. Thanks for your knowledge, experience & time.
A flow bench can be used to build a camshaft grind also
I've learned that a killer set of heads is power. But a killer set of heads with the intake carb compression piston design for the heads cylender finish correct ring package oil control temperature coolant flow and temperature everything built by and with one person's plan. Is how it should be done for maximum bang for the buck.
A true engine builder at the top of their game is worth a whole lot of dependable power.
I’m 40 and I still trying to learn from my old man. He’s definitely forgot more then I know.
Awesome video thanks
Maybe you could talk about flow reversing other words going back down at high. And say from 28” to going up 30” and losing flow. Thank hope to hear something on this.
Yes I will in a coming video
The swirl polish on valves are there to reduce stress risers that can cause cracks. They do almost nothing for flow.
@@billshiff2060 well I don't recall that being mentioned in any video I've ever made so what do you mean by that?
@@SalterRacingEngines 17:20 You said the swirl on the valve is "designed to help flow".
Also at 26:10 you said "I need to keep my fuel atomized, that's where the swirl comes in" , but that swirl does very little to help that either.
Maybe some info on an engines running depression, as @28 isnt real world IMO, it helps get you where you need to be. But ive found flowing at higher depreeions create a much more stable port, nice work 👍👍
Keep at it utube is hard business
Another great video, awesome content.
Thanks again. I'm always trying to learn & you are doing great teaching.
Love your insight into cylinder head flow. I'm guessing this is why my AFR 180s look better on the engine simulator than a 190 or larger cylinder head, At least higher and flatter lower torque curve?
well done bud!
Thank you Brother
I agree with everything.. Just know that all 23º heads are not equal! Just last week we made 880+ out of a true 23º low port cylinder head. The goal is 900+. I think the worst part is people just move on from something. Because it's easier? Maybe..
Absolutely I try not to talk about one-off things unless I'm specifically being technical about it but yes there are circumstances where something is not the norm. Just yesterday I had a guy tell me I was full of crap because I got 27 inches of vacuum out of one of my engines. He wasn't there and he don't even know how I did it but yet I'm full of crap. LOL but that's why he is where he is and I am where I am. Thank you for the comment
@@SalterRacingEngines I feel your pain! All we can do is laugh.
Wow
It's hard to find someone that is good to port a set of cast iron heads. Do you still port cast iron heads?
@@richardsmith-qy6vl I try not to. Too busy these days
Big Dogs porting
Hello Brian I am new here. I have not tried my hand at porting cylinder heads. I saw on RUclips how to build your own flow bench from six old vacuum cleaner motors and building the chamber but it won't show any technical data but it will show improvement. I am interested in Pontiac 400 cylinder heads particularly the 6x4 and #13 heads. Are they the same theory as Chevy small block heads when porting? Is 425hp too much to ask for from a Pontiac 400? I wish I could purchase a $5000.00 flow bench but I'm not in porting business. I will try the homemade challenge and maybe I can put a flow gauge on the discharge air to measure the difference between before and after porting but first I have a pair of cracked junk Chevy heads I got for free from my engine shop to practice with before I have the nerve to do it to my good Pontiac heads. The industry standard I think is measured at 26" of vacuum?? I think. I don't think my homemade flow bench would be capable of that maybe 12" I don't know. That's a lot of power and needs a 220 volt vacuum motor and probably pulls 40 amps if its a commercial grade flow bench. But maybe it can help give me some idea what's going on
A lot of flow benches have about 14 fans in in there. Not just one big one. But actually the industry standard is 28 in of water. But look at it this way if you build something that can measure changes in a cylinder head Port that you're working on, then you're 90% there. It's not about whether or not you can get the same numbers that a commercial flow bench can get it's about whether or not you can have repeatability and have a base so you know where you're starting from and you know if your changes are doing any good or not.
CFM does not matter is correct. You need swirls and vortec air speed.
Well all I can say is out of millions of people on the planet you're the only one that thinks that. Thanks for your comment
Hello Brian what do you think about a bowl hog and afterwards round off the sharp edges. How hard is it to shape a pocket port by hand for a beginner. Can I use a smaller valve as a guide to see when to stop grinding the throat??
@@Christopher-re2hl well can I ask who is Paul?
@@SalterRacingEngines Mr. Brian Salter sorry about that I confused you with someone else.
@@Christopher-re2hl well practice makes perfect what I recommend is get another head that you don't mind if you damage it. It can be any kind of cylinder head it doesn't matter what kind as long as the type of metal is the same because there's a big difference between grinding aluminum and grinding cast iron. Measure the valve diameter and then practice taking the bowl area and just under the seat to 85% of the valve diameter. You can buy measuring compasses and protractors at harbor freight that measure inside diameter and you can buy the kind that has a little screw threaded nut that lets you adjust the size and then measure the the compass with a caliper to see if you're at 85% of the valve yet. So like if you had a 1-inch valve you want the bowl to be .850 inches that would be 85% of a 1-in valve.
Now the actual percentage you going to use greatly depends on what you're doing with the engine. But I'm just giving you some numbers to practice with and once you feel comfortable with the grinder then give it a shot.
Bowl hogs are great tools just be careful not to screw up the short-turn. If I have a lot to take out I will use a cutter like that and then I'll finish it by hand
@@SalterRacingEnginesThanks Brian for taking the time to get me started in the right direction 👍
Just to clarify, reversion at bottom dead center of intake stroke? Im just thinking that might be at top dead center, end of ex and beginning of intake.. Where backed up ex can migrate into intake because of overlap..
@@terrypikaart4394 I'm not sure what you're referring to with your statement but reversion happens during overlap and also it happens during the intake stroke at the end of that cycle. If you don't have enough port velocity to overcome when piston is on its way back up and or the exhaust instead of flowing out starts going up the open intake port during overlap. If you have enough velocity that won't happen
@@terrypikaart4394 okay I had to read it again sorry. Yeah basically when you're piston makes that turn from bottom dead center starts heading up if your Port velocity is too slow it will push the intake charge back up in the intake while the valve is open and then of course naturally on the overlap side exhaust system isn't correct or man there's so many things that affect this part but you can have both valves open at the same time and instead of the exhaust leaving it actually starts heading up into the intake port all that will be reversion related issues that could be called simply by Port too big or can that's all wrong or an exhausted not flowing correctly
I'm so sorry I still didn't write this correctly this dumb phone is spell checking me and after I write or say something it changes the word later. I read what I wrote and that's still not what I said I mean most of it is but if you still have questions let me know I'll try and answer it much better.
I have to ask, have you seen large flowbench gains that did not translate into hp gains for some reason?
*21:00** So angle is less important on forced induction, and this is purely N/A talk?*
No angle is important on every engine but a lot of people get hung up on just adding more boost or fuel or a little better intake But if they would put the same effort into their induction system as we do in naturally aspirated engines you would see horsepower numbers through the ceiling and a great example of that is a top fuel dragster that is a group of people that have put the same amount of effort into their cylinder heads as they have their induction and boost and you see numbers over 11,000 horsepower and that same principle will apply to diesels as well