Really tough to get out with my limited options at home. It would be great to find a shop that can easily clean these heads to a like new condition. JD
I have set of AFR 210 enforcers (Chinese AFRs) here and they DO NOT have swirl ramps, none at all…FYI, same with the set of 225cc Dart heads I did a few years ago, no swirl ramp.
Application and intended usage, think about it. There’s a real advantage to matching port volume and velocity to CID. I have a set of stock valve 862’s with 1.89”/1.55” valves; they out flow 243/799 heads with the swirl ramp! 208cc port. This small valve head was developed for stock bore 4.8/5.3 engines to illuminate the issue of upper cylinder shrouding when using at 2.00 inch or larger valve. Sometimes actually most times bigger port volume does not equal better flow. JD merry Christmas. Be safe.
I use Harbor Freight cartridge rolls to clean the carbon out of exh ports, it cleans and smooths rough castings at the same time and saves time. Try it. My point is don’t be shy about removing the swirl ramp altogether.
It all depends on the port volume you want and the application whether it’s worth removing the swirl ramp. You’ve been around my channel long enough to know I have zero issue removing the swirl ramp when needed. JD
I've had problems cleaning the gunk out 862s as well.. I did several cleanings with compressed air, uncut purple power style degreaser, and I had to physically wipe it all out with an old cotton T shirt to get all the remnants out
Some shops wash them then use long brass brushes to run through the ports. Brass works good to clean the chambers to. When you get thick burned oil and carbon it’s a challenge to get it out.
The 862’s are going to bump the compression for sure. You can get really good results porting the 862’s even with the stock 1.89”/1.55” valves! If you also upgrade the intake valve to a 2.00” and use the appropriate 90% throat you’ll get a great flowing head. Cam selection will also be needed to get the 500+ hp crankshaft you’ll need to Net 380 whp; depending on transmission used, driveline 2wd vs 4wd etc.
I went from using a lot of easy off, to using an ultrasonic cleaner and simple green. I use it for a lot of parts. Can't fit a whole head in at once, but can get half of it in on an angle, but a lot better than easy off a bunch of times. ;)
Hey I have a 5.3l lm7 I'll be adding a cam and nitrous on. If your in the midwest I would like to speak with you about possibly porting the 862 for my build. I would like to stay with the small valves.
I’m looking to port my ls1 I have a 212/218 550-550 112 lsa cam with a procharger 6 psi 491hp wheel 471tq wheel a port job would benefit big time .also remember porting can make heads weak with boost
Get you a 5 gallon jug of mek and a bucket and soak the heads in it. Them heads will come out pretty clean and with just a little scrubbing there wont be any carbon or soot left.
@@HeadFlowInc I got mine from a ppg store, 5 gallons was like 121 or so. It evaporates quickly, must use in very well ventilated area. Wear gloves and all proper ppe. MEK is one of the few solvents that actually breaks down oils, not just dilutes them.
The only ports you could/should mirror polish are the exhaust ports. Dry flow areas or combustion chambers. Wet Flow ports need a 40-80 grit final port texture to create a boundary layer at the surface. JD
I just started porting my first set of heads 317s, I think its going well but i find myself needing a longer shank burr. do you have a recommendation of were to buy burrs. the sites I'm finding don't seem vary trustworthy. i saw a video of a cheap brazed on burr getting launched across the room
Thank you for this video. I have a early LQ4 with the cast iron big valve heads. I was thinking about having the machine shop cut in the bigger valves in a set of 862 heads I intend to use. Will I need new seats, or can the existing seats be cut to the larger valves? Also, is it worth it? This will be a turbo 6.0. Thank you!
Be very careful how much compression you build by putting 862’s on a 6.0. I only recommend 862’s on a dish piston 6.0 and with the right size camshaft so it’s safe to run on 92-93 octane. This way you’ll always be safe to get home, yes run e85 on boost it’s the best choice if it’s available. The oem seats in the 862’s will accept the 2.00” valves. JD
Hey JD, I could really use your help on this one. On a 706 factory intake valve bowl cut, I was figuring 90% or 1.700". No issues. Then I start comparing numbers for a 2" valve. A 90% cut is 1.800". That's .09" away from the factory valve size. If I have the factory seats cut for 2" intake valves, how do I figure my bowl cut percentages? A 1.800" cut on the factory seats seems a bit scary thin to me. Know what I mean? What have you done when going to a 2" intake on them 706/862's? Hope you're doing well. We just got hammered with snow in CO. Covid knocked me on my arse for 3 weeks.
Nice video, great info, try some Mercury Marine Quicksilver "Power Tune" this was formulated decades ago for decoking motors when they went to cylinder head cast with cylinder and made it impossible to manually decoke, I have found nothing to come close to it it's made to use in a running motor as well, give it a go and please comment
Thank you! I was diagnosed with CHF which ended up in the hospital. Finally getting meds all worked out, I’m hoping to start making videos again soon. Thanks again i truly appreciate it! JD
I was wondering if you could tell me what you think my compression would be . I have a LQ4 stock pistons 862 heads milled .030 MLS Fel pro gasket. Will that work with the sumitt 8720 cam 600 600 lift 218/227 112 LSA?
Using a .051” gasket your SCR should be +- 10.47-1 W/ 8720 your DCR is 8.985-1 which is higher than the max recommended for 93 octane. The only guideline I’ve been able to find defines the Max DCR for 93 octane is 8.70-1. With that said there have been people claiming they run DCR 9.00-1 with careful tuning and fuel quality monitoring. The small difference in compression really isn’t worth the risk of having detonation. Also your altitude can definitely play a roll in detonation sensitivity. I really like the 8720 cam and it definitely works, I’d like to have one in my own 4.8 Turbo! Honestly, there’s several variables we don’t know such as deck height etc. You could try the cam and see how it tunes?
Thanks for your response.l guess I got a bit carried away with the milling . What do you suggest would be the best way to get back to a safer compression ratio? As you well know I'm sure it was alot of work to port these heads as I did put the 2 inch valves in as well.
I’ve been porting my heads following your videos but I’m still debating on removing the swirl ramp, what do you recommend? N/a 6.0 set up on a Silverado.
You don’t have to remove the swirl ramp to improve flow. Depending on which heads you have even stock will support 500+ HP if you have 243/799/317 heads. Building Torque is going to go a long ways in a truck ! JD
Hey, I’m feeling a lot better with the new medication. I’m not as stressed as I was at first after getting diagnosed with CHF. Thank you very much for checking on me! JD
Hello Would I be wasting my time if I install these 862 heads on my 6.0 engine. Remember it's all stock engine and it's faster now then the stock 350 that I was running. The 2001 6.0 with the 317 heads. But i come across these 862 heads they are 1999 model heads and I'm not sure what head gasket will I need. Thanks enjoyed your post.
Well, if you put 862’s on your 2001 6.0 you’ll bump your Static Compression Ratio to +- 10.00-1. This compression will require Premium fuel, as a matter of fact I can’t guarantee it will even run on premium fuel without knowing the factory camshaft specifications. Higher compression will improve the TQ/HP about 4% for a full number of compression ie 9.0-1 to 10.0-1 so it’s not a huge gain. JD Gasket: Mahle 54445
@@HeadFlowInc Hello I installed the 6.0 engine in my 1984 c10 truck swap 4 years ago. Wow these engines are a firecracker. Again everything is stock down to the cam in this engine. People say the cams from 5.3 to 6.0 are the same and they say you can gain up to 30 more hp doing this 862 head swap. I understanding things as I watch your post . Thanks again for the reply.
I think that crud is from crankcase ventilation oil mist and /or possibly the fuel they used .
Really tough to get out with my limited options at home. It would be great to find a shop that can easily clean these heads to a like new condition. JD
Good tips, all.
Editing a video now on a set of AFR LSX 245cc heads! JD
I have set of AFR 210 enforcers (Chinese AFRs) here and they DO NOT have swirl ramps, none at all…FYI, same with the set of 225cc Dart heads I did a few years ago, no swirl ramp.
Application and intended usage, think about it. There’s a real advantage to matching port volume and velocity to CID. I have a set of stock valve 862’s with 1.89”/1.55” valves; they out flow 243/799 heads with the swirl ramp! 208cc port.
This small valve head was developed for stock bore 4.8/5.3 engines to illuminate the issue of upper cylinder shrouding when using at 2.00 inch or larger valve. Sometimes actually most times bigger port volume does not equal better flow. JD merry Christmas. Be safe.
I use Harbor Freight cartridge rolls to clean the carbon out of exh ports, it cleans and smooths rough castings at the same time and saves time. Try it. My point is don’t be shy about removing the swirl ramp altogether.
It all depends on the port volume you want and the application whether it’s worth removing the swirl ramp. You’ve been around my channel long enough to know I have zero issue removing the swirl ramp when needed. JD
I've had problems cleaning the gunk out 862s as well.. I did several cleanings with compressed air, uncut purple power style degreaser, and I had to physically wipe it all out with an old cotton T shirt to get all the remnants out
Some shops wash them then use long brass brushes to run through the ports. Brass works good to clean the chambers to.
When you get thick burned oil and carbon it’s a challenge to get it out.
My intake ports look crisp an clean. Carbureted ls 👌
Lol those old Carb guys, I get it! Those stock engines needed some help and better maintenance schedules. Carb LS…. Still triggers a lot of people! 👍
hey i was wondering would hand ported 862's on stock valves run well on an LQ4? im looking to make 360-380rwhp
The 862’s are going to bump the compression for sure. You can get really good results porting the 862’s even with the stock 1.89”/1.55” valves! If you also upgrade the intake valve to a 2.00” and use the appropriate 90% throat you’ll get a great flowing head.
Cam selection will also be needed to get the 500+ hp crankshaft you’ll need to Net 380 whp; depending on transmission used, driveline 2wd vs 4wd etc.
I went from using a lot of easy off, to using an ultrasonic cleaner and simple green. I use it for a lot of parts. Can't fit a whole head in at once, but can get half of it in on an angle, but a lot better than easy off a bunch of times. ;)
That would work great and I bet it gets cleaner! Good idea!
@@HeadFlowInc Yeah. Text you a link. ;)
@@HeadFlowInc I did a video on simple green for cleaning heads. I was a total skeptic and totally surprised.
Looks good. I need to get a set of 862s to have you work over next year
Let me know 👍
Hey I have a 5.3l lm7 I'll be adding a cam and nitrous on. If your in the midwest I would like to speak with you about possibly porting the 862 for my build. I would like to stay with the small valves.
I’m in Butler, Mo. about 65 miles South of Kansas City.
jeffdubray@gmail.com
@@HeadFlowInc I just sent you an email.
I sprayed mine with diesel fuel and let them set. It softened the gue and I just used a shop cloth and my finger to did the oily crap out.
#winner
@@HeadFlowInc Doing this also helped me get a "feel" for the port shape so that I didn't have to rely upon sight alone.
How much do you charge for a port job?
Contact me with details for an estimate. Thanks!
Jeff Dubray @ gmail .com
I’m looking to port my ls1 I have a 212/218 550-550 112 lsa cam with a procharger 6 psi 491hp wheel 471tq wheel a port job would benefit big time .also remember porting can make heads weak with boost
862 heads…the poor man’s performance head for 5.7 and 6.0s
Get you a 5 gallon jug of mek and a bucket and soak the heads in it. Them heads will come out pretty clean and with just a little scrubbing there wont be any carbon or soot left.
I’ll have to find some MEK and give it a try! Thanks JD
@@HeadFlowInc I got mine from a ppg store, 5 gallons was like 121 or so. It evaporates quickly, must use in very well ventilated area. Wear gloves and all proper ppe.
MEK is one of the few solvents that actually breaks down oils, not just dilutes them.
Nice job, you have a lot of knowledge on your shoulders 👍. Can you give me a few tips on mirror polishing ports, or it is a dumb idea. Thanks.
The only ports you could/should mirror polish are the exhaust ports.
Dry flow areas or combustion chambers.
Wet Flow ports need a 40-80 grit final port texture to create a boundary layer at the surface. JD
@@HeadFlowInc Thank you for the answer, and thank you for your time.👍🙂
I just started porting my first set of heads 317s, I think its going well but i find myself needing a longer shank burr. do you have a recommendation of were to buy burrs. the sites I'm finding don't seem vary trustworthy. i saw a video of a cheap brazed on burr getting launched across the room
I’ve had good luck with burrs from Fastenal and Cornwell. I’ve bought a few burrs off eBay that worked ok no damage.
6” shank burrs help a lot. JD
Thank you for this video. I have a early LQ4 with the cast iron big valve heads. I was thinking about having the machine shop cut in the bigger valves in a set of 862 heads I intend to use. Will I need new seats, or can the existing seats be cut to the larger valves? Also, is it worth it? This will be a turbo 6.0. Thank you!
Be very careful how much compression you build by putting 862’s on a 6.0. I only recommend 862’s on a dish piston 6.0 and with the right size camshaft so it’s safe to run on 92-93 octane. This way you’ll always be safe to get home, yes run e85 on boost it’s the best choice if it’s available.
The oem seats in the 862’s will accept the 2.00” valves. JD
Hey JD, I could really use your help on this one. On a 706 factory intake valve bowl cut, I was figuring 90% or 1.700". No issues. Then I start comparing numbers for a 2" valve. A 90% cut is 1.800". That's .09" away from the factory valve size.
If I have the factory seats cut for 2" intake valves, how do I figure my bowl cut percentages? A 1.800" cut on the factory seats seems a bit scary thin to me. Know what I mean?
What have you done when going to a 2" intake on them 706/862's?
Hope you're doing well. We just got hammered with snow in CO. Covid knocked me on my arse for 3 weeks.
Nice video, great info, try some Mercury Marine Quicksilver "Power Tune" this was formulated decades ago for decoking motors when they went to cylinder head cast with cylinder and made it impossible to manually decoke, I have found nothing to come close to it it's made to use in a running motor as well, give it a go and please comment
I’ll try to find it, hopefully it’s in my price range! Sometimes Marine means expensive! Thanks for watching and the feedback! JD
Dude, I hope your are still on the mend and all is well.
Thank you! I was diagnosed with CHF which ended up in the hospital. Finally getting meds all worked out, I’m hoping to start making videos again soon. Thanks again i truly appreciate it! JD
@@HeadFlowInc JDF-glad to hear you are doing better. Hang in there and take care.
I was wondering if you could tell me what you think my compression would be . I have a LQ4 stock pistons 862 heads milled .030 MLS Fel pro gasket. Will that work with the sumitt 8720 cam 600 600 lift 218/227 112 LSA?
Using a .051” gasket your SCR should be +- 10.47-1
W/ 8720 your DCR is 8.985-1 which is higher than the max recommended for 93 octane. The only guideline I’ve been able to find defines the Max DCR for 93 octane is 8.70-1. With that said there have been people claiming they run DCR 9.00-1 with careful tuning and fuel quality monitoring. The small difference in compression really isn’t worth the risk of having detonation. Also your altitude can definitely play a roll in detonation sensitivity.
I really like the 8720 cam and it definitely works, I’d like to have one in my own 4.8 Turbo!
Honestly, there’s several variables we don’t know such as deck height etc. You could try the cam and see how it tunes?
Thanks for your response.l guess I got a bit carried away with the milling . What do you suggest would be the best way to get back to a safer compression ratio? As you well know I'm sure it was alot of work to port these heads as I did put the 2 inch valves in as well.
I am basically at sea level here in Prince Edward Island Canada.
I enjoyed your video on oil pump porting which I also applied to this build you do a great job sharing your knowledge. Muchly appreciated.
Did you upgrade the valves or are they stock?
The valves in these heads are aftermarket one piece stainless steel 2.02”/1.57”. JD
I’ve been porting my heads following your videos but I’m still debating on removing the swirl ramp, what do you recommend? N/a 6.0 set up on a Silverado.
You don’t have to remove the swirl ramp to improve flow. Depending on which heads you have even stock will support 500+ HP if you have 243/799/317 heads.
Building Torque is going to go a long ways in a truck ! JD
The swirl ramp is to blend the charge better and get a more efficient burn, hence vortec name
You going to take the Blazer to the #NoNameNationals in September? would love to see you there man.
First I’ve heard about it, I’ll look into it and see if it’s possible. Thanks for the feedback! JD
@@HeadFlowInc I've been reaching out trying to spread the word, going to be a fun event. Need you to sign my truck lol
Just wanted to check in and see how you are progressing health wise.
Hey, I’m feeling a lot better with the new medication. I’m not as stressed as I was at first after getting diagnosed with CHF. Thank you very much for checking on me! JD
@@HeadFlowInc Great - hang in there dude!
Hello
Would I be wasting my time if I install these 862 heads on my 6.0 engine. Remember it's all stock engine and it's faster now then the stock 350 that I was running. The 2001 6.0 with the 317 heads. But i come across these 862 heads they are 1999 model heads and I'm not sure what head gasket will I need. Thanks enjoyed your post.
Well, if you put 862’s on your 2001 6.0 you’ll bump your Static Compression Ratio to +- 10.00-1. This compression will require Premium fuel, as a matter of fact I can’t guarantee it will even run on premium fuel without knowing the factory camshaft specifications. Higher compression will improve the TQ/HP about 4% for a full number of compression ie 9.0-1 to 10.0-1 so it’s not a huge gain. JD
Gasket: Mahle 54445
@@HeadFlowInc Hello
I installed the 6.0 engine in my 1984 c10 truck swap 4 years ago. Wow these engines are a firecracker. Again everything is stock down to the cam in this engine. People say the cams from 5.3 to 6.0 are the same and they say you can gain up to 30 more hp doing this 862 head swap. I understanding things as I watch your post . Thanks again for the reply.
mLS gaskets
Are these A21bravos heads?
There’s a distinct possibility you could be on to something. 😉
👍💪
Do you sell any of your ported heads?
Yes, let me know what you’re looking for.
Jeff Dubray @ gmail .com
👍👍
I wish I could figure out how to record actual burr work. JD
I got a set of 823s calling your name! Lol
You must be building a 6.2 or bigger engine looking for 600+ Hp NA?
It’s 6.2l , haven’t decided yet . Turbo , stroker , rods and pistons or all of it. Lol either way , porting and polishing help on both applications
Let me know a contact , maybe work it out.