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INTAKE AND EXHAUST PORT RELATIONSHIP!
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- Опубликовано: 20 июл 2022
- I DETAIL WHAT HAPPENS DURING THE IMPORTANT OVERLAP CYCLE AND WHAT EACH PORT ACTUALLY DOES!
ALSO AN INSIGHT INTO MY INITIAL EXPERIENCE WITH THE EARLY C3L YATES HEADS AND HOW IT SHOWS IT IS NOT ALL FLOW BUT A COMBINATION OF THE DELICATE INTAKE AND EXHAUST FLOW BALANCE INTO THE POWER EQUATION!
COVER PICTURE IS OF MY SPONSORED FACTORY RIDE WITH KAUFMANN PRODUCTS AND FORD MOTORSPORTS. A CONVERTED ROAD RACER TO DRAG CAR SETTING THE FIRST 10 & 9 SECOND PASS ON THE WEST COAST OF THE USA! WON ALL THE WEST COAST FUN FORD WEEKEND EVENTS AND SETTING ET & SPEED MARKS AS WELL AS PART OF THE ONGOING BUICK GRAND NATIONALS VS. THE 5.0 MUSTANGS!
THIS WAS AT THE PEAK OF THE 5.0 REVOLUTION THE NEW MUSCLECAR AGE OF THE 80'S.
CHRIS KAUFMANN OF KPI WAS ONE OF THOSE RESPONSIBLE FOR KICK STARTING THESE MUSTANG FOXBODY MOVEMENT AND I WAS ONE OF THE ORIGINAL PRO-5.0 COMPEDATORS IN THE USA.
Obtw, I get numerous requests for technical advice and if interested, tex me @ 626 203 2712. Half hour to 1 hour+ rates are available. Most calls go over as posted and it is ok. US Pacific time zone.
The bigger is better mentality leaves a lot of torque, horsepower and drivability on the table. The engine, intake, exhaust and many other factors need to be matched and work together. Thanks for trying to educate people on what is actually going on.
James, thanks for your support and yes they have to all work together or nothing less will do!
What needs to be considered are at least these 2 things, besides port size is, port velocity and port density, these 2 factors mainly determine how much mixture gets into the engine. Hope this helps some readers.
Thank you for sharing your wisdom and passing this onto us!! I have a 351w from 1971 id like to build and turbo for my 96 gt i have. Everything you share is appreciated Sir!!
Thanks for sharing your knowledge
What a wealth of practical knowledge
Thanks Ben, learning a lot from your channel!
Great info Ben!!!!!
Thank you Mr Alameda for sharing your knowledge . You are a gift to us Ford fans for a long time.
Thank you Bob for your support!
Another good one Ben, nice to learn some of the back story.
I like how you constantly remind everyone about compression.
I worked for a very successful engine builder and we spent a considerable amount of time delicately machining piston crowns and valve pockets to get every bit of compression.
All our motors made great torque and won championships. USAC midgets and silver crown... also IMSA road racing V8 stuff.
Compression baby!
I have always admired USAC Midget engine builders which is some serious competition making for great engine builders!
Thanks as well for supporting my channel.
Ben, I look forward to your posts so please keep them coming. Far as getting more technical I'd say yes some of us would appreciate the extra technical information you have bouncing around in that noggin. Though others are learning a lot through your simpler analogies you use. So, I'd recommend some mixtures between the two with maybe every few posts getting more technical.
Jimmy, took your comments seriously and have been doing it lately and opening minds and curiosities...Thanks for your suggestion and I took it at heart!
@@benalamedaracing2765 what i like best is it doesnt care whoose name is on the valvecover !!! It applys Everywhere !!!
You sharing your knowledge and experience has been very enjoyable and enlightening. John Kaase always said he designed heads on the dyno not the flow bench.
He is absolutely correct and dynoes and eventually the track will dictate what it likes and not what the flowbench likes!
Thank Ben for sharing your knowledge.i look forward to your tech vids spill a much as you want I'm here to listen and learn if I didn't live in Australia I'd be tracking you down to pick your brain thankyou. Peace
The more technical the better. Great videos
Thanks as well for supporting my channel. I am glad you are one of those tekkies who love this kind of videos! Will do more and I find many actually like it beyond the typical street info videos.
Keep the FORD videos coming and I will keep liking an watching. I'm sick of hearing LS,LS,LS......... My 351w/408 stroker block should be back from the machine shop sometime soon. I have learned more from your videos in the last month then I have gathered over the last 5 years. Watch out Richard Holdener. lol
Thanks Kyle and will keep trying to do the very best! Suggestions from people like yourself is greatly appreciated and let me know what you want to hear from this channel.
great stuff mr ben
Thanks Roger!
Ben. You are just what alot of us wanted.
Keep it up, your instinct is right. As it is with your engines.
🙏
I appreciate that & thanks for supporting my channel.
Love to see more complex videos. Like you said, knowledge is power. My brother bought a Kawasaki KZ 650 motorcycle from Chris Huff back in 1988. Really nice guy.
I followed up with the piston knocking out the intake valve side and many are quiet confused on why it does that when the exhaust is the one running hotter!
I thought about your comment when I read it and switch to that subject to clarify and clear the confusion among many of us racers. Chris Huff went on retirement and doing something else now and I figured he burned out on racing...?
Thanks again. Great video! I think we’re ready for a little more complexity
Next one will be a good insight after this video.
Thanks for video!
Like and share fellas. This man is full of knowledge. I call him the professor.
@@hueydewittjr2631 yes, of course!
@ 25:45 are you referring to 3rd pulse tuning? I think you are. Great stuff. WORKS!
Ben - your channel is awesome:)
I want to buy another 1985 Fox Body
Mercury Capri this time instead of a Mustang.
O’ yes - Mercedes GT
There’s going to be one of those Mercedes you like in the garage soon.
The twin turbo V8 Benz
Hey, really enjoy your videos and information you are very smart,the best part is your smile,gives us all confidence,went to extreme raceway this weekend sorry I missed you,the racing was great,let me know if you come this way again, Kenny
Kenny, sorry for the confusion and a change of date I was ahead a full week. Team told me we are leaving tomorrow morning headed to Extreme. Would like to meet you and I will be with Dan Dagata and his first gen. mustang. Arriving there Thursday noon time and will show up in the evening to do some test hits.
👍👍👍👍👍
Great video Ben!!
Merry Christmas Dennis!
@@benalamedaracing2765 Merry Christmas to you too my friend. See you soon!
I used to shop at Texas Turbo , long ago just starting my Hot Rod hobby.
If Gene Deputy is still there? Tell him I said hello!
I'm a GM guy of almost 40 years. Never gained this much knowledge from any of the GM RUclipsrs I follow. Great video Ben, keep them coming!
G3, appreciate your support and viewership big time! Anyway most of my tips will apply to the other makes as well and I should do this more often to voice these things out that it is just as applicable to the others! Thanks again and keep connected to this channel.
@@benalamedaracing2765 Will do, thanks Ben!
@@g3garage do you follow Darin Morgan?
@@stevenbelue5496 No, but it sounds like I should???
@@g3garage Yes he is brilliant, Ben here too, there's so many really smart guys in this industry. Lake Speed Jr and the guys on his channel.
Hi Ben Mate enjoying your vids,love you to do a vid on all the yates heads and their differences, have you had experiance with the D3,I have only just starting to use Dart blocks,i have used Cleveland blocks,wish there was a aftermarket Cleveland block at a reasonable price,we can buy a chinese block,called a arrow block,but it costs just as much to prep it as it costs.I think there is USA block, but big money by time it gets here
Aussie, no Chinese junk blocks for me either and I spend so much time prepping and getting them to at least workable! I will be posting about Ford heads all the way to the SC1's so that should be coming up here soon!
Thanks for your suggestions.
Holley 350 2 barrel for the Pinto MAYBE at best, I had some kid come into the speed shop I was working in years ago with an 850 on a 3 litre 6 cylinder, and it had unburnt fuel dripping out of the tailpipe. We put a 350 with the right manifold on it, and he said WOW! This thing GOES like it's never gone before! I bet, and I bet the fuel bill is like a 3rd or even quarter of what he was throwing in the bin before
Great story and have experienced the same thing but with a guy with a Ford Capri 2 liter with an 850! lol
I like the holley 2 barrel and the 500 is a tad too big! For others 4 bangers i like the Holley 32/36 2 barrel which was more forgiving on the streets specially for the VW crowds! Thanks for telling your story which we all saw growing up! lol
Ben, I love you informational videos. Those Brodix cylinder heads are pretty good but, I have realized the Hammer Hemi heads is on a level no other cast head can match. Greg Brown the owner of Hammer hemi head's has been to 1000 horsepower on pump gas with not a big cubic inch if I'm correct. I know your on that level for sure. Unless this a specific build to someone's request, never mind my thought. Only suggestion? Lighting when videoing. That's it, keep those videos coming. Awesome job.
Gary, appreciate your comment about lighting and you are right on point! I am a one man operation, director, actor and cameraman! lol Sometimes I noticed what you said and if I repeat I somehow lose the promptness and fluidity of explaining things when I take it over several times. The Hammer heads are the best out there and I agree those numbers can be achieved with pump gas! However doing these on "street" level cam even on the radical side is hard to do. I keep it liveable on cam and lift so it does not destroy or wear out the valvespring just coming out of the driveway. lol
Keep in touch and appreciate you sharing several of my videos.
Gary, if you want explore a similar looking design, search renault k7m cylinder head and you may find a new and clean casting starting from 200$ 😉
-juhana
It's like what Darin Morgan said, air flow only wants to see directional changes of 15 degrees at best .. 40 years of Pro Stock engine building reinforces this
He has the right credentials for sure!
Hi. First off, as so many others here have said, thank you for allowing us to glean from your experience. That said, I have a question relating to this subject that you may well have tried or seen tried in the past and perhaps it failed miserably. Or maybe it just goes SO much against how the relationship on port size and overlap works that it shouldn't be done even if it could be? I am in the process of getting a 1972 Ford Grand Torino that was a factory Q code and C-6 formal roof car, and I am picking up a Cleveland 351-4V engine to go with it. I am not sure offhand if it is the closed or open chamber head version, but it does have the cavernous exhaust ports of the 4V and everything I have been told is that these have great potential for making power once up to speed but are sluggish off the line due to ports slowing down the flow at low RPM. So here's my question- I have seen people use a supercharger (either roots or a paxton) to compress the intake side. But has anyone ever tried to use something similar downstream in the exhaust, to create a vacuum on the exhaust port to pull instead of pushing the charge? That would seem to remove any lag in the flow, and perhaps in the process could be used to enhance the intake flow into the chamber in the process while also helping to cut down on any dilution from left-over exhaust gases. Perhaps something akin to a small pair of electric driven turbochargers; one at each header's collector before the rest of the exhaust that could be activated by a tachometer lead driven switch to activate below a certain RPM, then freewheel once the engine is turning fast enough utilize the ports efficiently? Maybe even devise a bypass for it if it provides too much pressure on the turbo to reduce the back pressure? If a system like that could provide enough draw and could be tuned to keep the flow at an optimum speed throughout the RPM range from idle on up, then it seems like the gigantic exhaust ports on those 4V Cleveland heads (or any other large port head, in theory) could be used to make a very wide powerband and a faster responding engine. I am curious if you think it might work or if it has already been tried. I'm not trying to reinvent the wheel; only to try and figure out a way to make it turn faster while keeping an engine that might otherwise be more streetable even in otherwise stock form, or that could take advantage of many of the other mods you have suggested in your videos. Thanks for your time.
Big exhaust ports or hedder runner mean low velocity at medium to low speeds not quiet strong to pull from the exhaust side. If you are boosting thru a supercharger or some kind of turbo (twin) preferably your big ported engine will not show excessive low-mid range blues. If thru a twin turbo the response would be better instead of one only and it will cover up the shortcomings of a large port small displacement engine. If you run a stroker crank with it then most not all should be better off.
THANK YOU BEN FOR ANOTHER GREAT ONE, DO YOU THINK YOU CAN DO A CAM DEGREE VIDEO FROM START TO FINISH , THERES A FEW ON YOU TUBE BUT THERE NOT THAT GREAT , THANK YOU AGAIN
I will do these and thanks for your support!
Very helpful in allowing me to understand the value of the raised port
So can a compact wedge with a modern combustion chamber and also with raised ports rival the flow efficiency and power output of the Hemi head?
I would love it you would address the fact that any valve ina 4 stroke motor is actually closed roughly 2/3’d if the time and how say 300 cfm is really only ‘open’ about 20 seconds of that minute….regardless if the rpm the valve is only open the same amount of time per minute!
Also if you can explain valve timing….for the duration (for example 240 degrees)….so that means for exactly half of that total time….the valve is really only between 1/3 and 2/3rds open! Isn’t that right? That’s why mid lift flows are so very important
Low and mid lift flow is very important because it sees this action "twice" in the intake cycle going to max lift and descending to closing!
0:43 well get that thing outta the oven baby....it's gonna 🔥! Where's this build?
Mr. Ben, I'm building a 482ci FE for a client now. I wanted to chew the fat with you about it, but I felt like it might waste your time. I haven't seen any content of your's pertaining to FE's....hence the waste of your time I thought I'd be.
Moving on, Shelby aluminum block 4.250" bore, 4.250" SCAT 4340 light weight crank(62.5lbs), Molnar rods, MAHLE flat tops, BBM CNC heads(huge valves and I had to talk him down on the exh), an Edelbrock 7505 dual quad dual plane, solid roller 252°/260° @ 0.050 112°+4°, 11.5:1 static, cranking pressure 189psi.......OH!
6 weeks ago I was promised the heads by this Friday.....the smaller 1.65 exh valve I want is back ordered. 6 weeks ago I ordered the heads and today I'm B/O😤
Nevertheless, I'd like to see this FE of your's. Thanks again for all the education and entertainment. I'm really going to miss this when I can't do it anymore.
Looks good "EXCEPT" the block! There are major issues with the Shelby block and I told them about it and they referred to the designer/manufacturer who told me he has 10 years of engine building experience! Whatever that means but make sure when you fire up the engine oil mixes with coolant or water. If it happens which is a possibility it is the main oil line feed from the oil filter! I gave up and dump that block and went with a Pond block also aluminum.
@@benalamedaracing2765 I had a feeling you were going to say something along those lines. I had to dig a wire out from the water pump hole. It turned out to be 12 inches long!
@@benalamedaracing2765 10 years!?!?! That's barely getting to know your tools....he might as well play Sunday league semi-pro baseball. Maaaannn
@@benalamedaracing2765 is there anything in particular I can look for before machining start
@@arturozarate1752 I told him that he needs to eat more cereal before he embarks on these experiments of his and was arrogant while I was asking questions about my issues. Shelby Co. told me they have been dealing with it for a while...I also had the long wire which I said was unexcusable!!!
Key is port velocity & how fat the flow curve is then the right timing Events
As long as it is not too fast and separating the fuel molecules from the airstream!
@benalamedaracing2765 yes that very true went down that road to much velocity hert the horse power
Another great video Mr. Alameda! With respect to exhaust helping the intake flow, where does intake flow swirl factor? In my mind, I don't like the fact that a fresh AF charge is flowing straight out to the exhaust with no work output-a less efficient use of fuel. If the intake were ported to create swirl, would the swirling action delay passing the fresh AF charge straight out of the exhaust? Thank you!!!
May I suggest limiting your videos to say 15-min. On some days, I can only spare about 15min on a video.
Normally swirl happens at the port clockwise or counterclockwise. There are indications sometimes when swirl reverses rotation and it will show on the bench as a flow dip when it happens! Tumble happens when the flow column enters the combustion chambers with an unknown amount of swirl as well and now it is commonly called twirl. You do not want tumble mixture motion to happen inside the intake port.
Now think about the direction of flow through the engine and how a swirl, or rather a hard turn in a combustion chamber area before, it is recorded as a average lateral movement inside a bore using a swirlmeter, changes the overlapflow you are asking? Just something to think about.
-juhana
@@juhanahuovinen, at high rpms swirl is minimize due to the charge column speed is really going fast and tends to go down straight! Almost all tumble by now a very good possibility. Swirl is very active at the lower rpm scale and diminishes as rpms go progressively higher. Therefore the overlap relationship with both valves are not constant but ever changing.
@@benalamedaracing2765 Thanks Mr. Alameda for sharing your knowledge. The figure skating was a brilliant comparison 😊
@@juhanahuovinen, thank you for your insightful comments and questions.
i like to meet you i leard a lot from your vitos
What state are you from Mike?
Ed iskdaern came up with. The Fifth cycle is theory 50 years ago
Indeed and he is a good friend of mine and Isky sponsored me for many years!
I'd like to see Ben lay out a 10.5:1-11.5:1 351/408 combo. From pistons, rods, camshaft, ignition timing, cooling system, fuel system, etc. That's if he hasn't already. I've just discovered his channel. How 'bout it Ben?
Thanks as well for supporting my channel thru your viewership!
I will be doing a max effort low budget build of a 302/347/408 and see how far we can go from there all on pump gas!
@@benalamedaracing2765 Looking forward to it!
I'd like to know about running a turbo or turbo's on 11.5:1 stroker. Under 14psi
Kyle, I have done it and it really works very well specially on E85 or Q16 fuels!
I believe every bit of it . Doesn’t make sense to lower compression when you are trying to operate a device that requires heat as pressure . That is why when you turbo a old Lexus/Toyota 4.0 at 10.5:1 it makes a potent combination . Spools super quick also .
you shoud right some books on all the supgets like david vazard
I have been approached many times by other media and publishing companies.
Hey Ben this seems a little contradictive of some others points you've made. You pointed out something that I thought as a kid and it took me a long time to change my way of thinking with the atmospheric pressure vs vacuum. I use to think that the piston pulled the air into the cylinder but in fact atmosphere pushes air into the cylinder. Here you say the exhaust yanks the intake charge. I feel like the inertia or kinetic energy of the exhaust flowing out helps create a low pressure or vacuum(0-14.7) but still it's atmospheric pressure that fills that void of pressure right? Same as the piston traveling down creates a pressure lower than atmosphere, but it's not actually pulling just creating a void of pressure(vacuum). If we time the exhaust pressure void with the intake charge reverberation pressure where it stacks behind the intake valve as it closes and the wave returns just as the intake valve opens and the exhaust exiting creates the void we maximize the velocity of the incoming column of intake charge creating the ramming effect and reaching max VE correct?
Steven, we cannot achieve 100%+ VE if we rely on just the piston descending down to help pull the intake charge with the help of AP. There is a lag when the piston is going down and if we at the exact point of piston @ TDC pull the intake column it will be too late! Indeed AP pushes the intake column but that is very weak compared to the exiting velocity of the exhaust gases creating a strong signal to yank the intake in when the pistons is still going up! Which if all cases the intake column should back flow or reverse but the truth is the exhaust during overlap pulls significantly a lot stronger than the piston can ever achieve.
Obtw, low pressure and vacuum is not the same! Vacuum in pure (aerospace) engineering terms does not exists because it is accurately called "absence of pressure". Just like just about many called engines a "motor" and look at the definition it is nowhere near that. Anyway just want to be technically correct and thanks for your comment. I like it because we can clarify the confusion and I appreciate it very much sir.
@@benalamedaracing2765 what I'm saying is "there is no pull". I use to think that way but it's an incorrect way of thinking. You can't create more negative pressure or vacuum, if you wanna use the term, than the atmospheric pressure allows. So your not pulling air into the cylinder by piston down stroke or exiting exhaust velocity, the atmosphere is actually pushing air into the cylinder because of the action of the exhaust stroke/overlap stroke or intake stroke creating negative pressure or a void of matter. I'm pretty sure it was one of your videos I seen explaining this, that's why I said it's a little contradictive.
I agree the overlap is what helps get the cylinder filling in motion, sortve a pre-kick in the ass if you will, to get it started. But I wouldn't say it's a boost to the atmospheric pressure because it's the atmospheric pressure alone that rushes or forces it's way in to fill the cylinder.
We are way beyond what atmospheric pressures can provide or deliver! If that was the case of a "heavy" atmospheres then we do not need a descending piston/overlap to help push the weight of the atmosphere into the cylinders!
We are getting to the semantics of this process and to be truthful there is also no such thing as pull (like vacuum), Only push! We can get to an endless discussion and as you say atmospheric pressures is what gives it a kick in the ass but really it is not. It is there but it is only correct if we are N.A but when we create "aspiration" (in a sense of boosts) it is beyond atmospheric by doubling or tripling the atmosphere and double the atmosphere doubles the cubic displacement, tripling triples the displacement. But then again let me be clear! Boost is an evidence of restriction within the conduit or to say it plainly boost is back pressures in reverse in the conduit! It is never the atmosphere but the artificial boosting of it that we can see displacement increases in the "total amount" of air it is pushed into the cylinder or in NA 100% volumetric efficiency fills every bit of the displacement. Anything beyond that without boost is achieved with ram induction tuning or port dynamics using to advantage the pressure waves by port length, or "intake port taper" as it approaches the valve.
Your statement of my video being contradictive is understandable when you are confused with vacuum, pull and the absence of pressure with dynamics of "push" and we all get confused. Like let me repeat again, there is only so much atmospheric pressures present (14.7-29.92) to fill the cylinder fast enough without the descending piston producing a cavity of negative or absence of pressures that the ambient conditions present will never be able to fill!!!
There are more into these and I am just trying to keep it simple so everyone can follow.
I can overcomplicate things unnecessarily and nobody but an Engineer with Aerospace background or someone with an engineering degree or background which I do.
So excuse me if I confused you.
Obtw, check my video about the "Best Carburetor for the Street".
It fully explains within the first 4 minutes atmospheric pressure using a water bottle as an explanation more than you described
So Steven Balue,if you think that the exhaust velocity isn’t responsible for pulling the incoming air charge into the cylinder during the overlap period,take it out of the equation and see what happens,I could tell you but I’ll wait for your answer,and by the way,the TRUE cylinder head gurus would agree with BEN on this😉
What cc head do you suggest for a stock 350 sbc with a dual plane comp cam, .470 , 470 . I did clean up my stock heads. And really got down on the short turn exhaust an intake. Otherwise stock. I'm probably about 270hp. I really expected more. I'm about to buy new heads, but I need help on the correct purchase. What do you suggest????? Please an thank you
I think you will be serve well by the heads from AFR and depending on what type of vehicle the heavier requires a smaller port version and a Camaro or light weight nova can run a bigger cylinder head., Best if you call their tech line and they will probably steer you between a 180-190cc runners really depending on your final compression ratio. 9:1 will end up with a smaller 180 or less.
I've always been taught 60% on the exhaust side !??
For all out modern racing engines with high ports yes 60% or thereabouts. With older conventional heads it is much higher than this because they are not very efficient designs.
How is it possible to get 500 hp out of 283, I have seen drag racing videos from the 60's and is my understanding that the 283 this guy was running was in neighborhood of 500hp
It can be done and since it does not have big displacement, it needs lots of rpms and it is very possible!