No its not about name droppin, I only want people aware of some of the besr out there, if go back and read my post, I want to learn what he has to say about porting and polishing, I understand you guys like him as a porter and is a internt guy like the guys I mentioned. I want to know what he has to say if he can describe it better then what I can find in books. I'm sorry you don't want big names mentioned but some would like who is best out there. Its like the book " Engine Airflow" say's "Aftermarket heads doesn't know what engine its on or type, its your job to make work for it! I'm pretty sure VortexPro can say that's true. Doing cylinder heads is an art that is almost gone and I want it back. because if you don't, you won't have very many choices to choose from like now! Now back on topic any more info without comparing please?
If a man tells me that he can make 1000hp for $3k im gonna prob pee my pants, or hit him......it could go either way
Thanks 66gsconv, I'll still defer to Vortecpro. GmcG, I only brought up Vortecpro because he popped in on the thread. No comparisons, really. I also think he thought you would get a kick out of the fact that he knows a couple of your heroes. Sarcasm doesn't make it through the 'puter. No one should have to defend anyone, but since I brought him up... I hope my words aren't wasted here... I'm guessing neither you or I could afford to have Vizard , Morgan, or Boggs (all well respected) build a complete engine, with their own hands. It appears that Vortecpro offers well thought out packages that are also streetable, and affordable for their power level. That is, if you consider this hobby affordable. My guess is that he might even spend some time with you discussing your chassis requirements, too. It's wise to accept "free" engineering advise from those who have been there. I wouldn't want to compete against his customer's cars either. I would hate to chase Vortecpro away from this forum. I'm certain he has things we all can learn from. Maybe he'll slip and let a few tricks out of the bag. Now that (that's) out of the way, I might be mistaken, but was that you (GmcG) that said you did some 700hp 23* small blocks? I was hoping to see some pics or theory I could learn from. I'm not being a smarta**. Despite my accomplishments I always learn something everyday. Curious of your thoughts (GmcG) on "crosstalk" between ports that share the common headbolt when omitting the "tubing" commonly used on max effort SBC's. The port layout is similar to the 455 Buick head. Can you get to the headbolt w/o hitting water first on the Buick? Is it even necessary to go that far? I haven't seen pics or comments of that one yet. If you've gone beyond the books you have read, or your schooling, can you give some insight to the next level? What are the BMEP's or BSFC's we should be striving for in our Buicks? Is the industry as a whole stalled at this point, or are some guys breaking through to the next plateau? I'm being serious here. Your schooling is more current than mine. Do you want to talk about Speier, or Larry Meaux? Both of them have forums, too. Have a nice night:beer
[video=youtube;sEf8va1S7Sw]https://www.youtube.com/watch?feature=player_detailpage&v=sEf8va1S7Sw[/video] I like you doppler idea. This is what we can see with a snapshot, multiple times in a row, a micro-second(?) apart. I believe that this is strung together over many combustion cycles, one shot at a time. There are some expensive computer programs being used to model flow and reversion. This cuts down on the R&D on the flowbench, as well as more time consuming (meaning expensive) prototyping and testing on the dyno. High pressure transducers are being utilized to study pre-ignition/detonation trends. The cost of this technology negates using it on our petty hobby of racecars. Eventually, our flowbench will go the way of the slide-rule. Jetson machines will cook for us. I won't be the first on the block to have the new 6.0 DSL transport device. Blue will be the new red....
66gsconv Fuel dam shears the larger droplets of fule before entering cylnder. Im sure there is more to it.
Thanks Anson, i would be interested to know about how it works. The heads i have worked on i try to keep atomization from plenum to valve. I need to read up on this and mabey improve my technique
That's the better plan! :TU: Any sarcasm aside, for the benefit of the OP; I would guess that the shear dam is effective when the port is just not layed out the right way. There's only enough wall thickness to play with. Good way to find some power where others may not have looked, back then. Look at what engines Vizard was working with early on... IIRC, in an old Vizard book (or was it Smokey?), he eludes to keeping the valve seat angles crisp and sharp for the same purpose, as well as specific rec.'s on angles around the valve margin. Reverse taper carb spacers do this, too (where have I heard that before?? :Brow: ). Unlike the vid I posted, there is another "in cylinder vid" I've seen that looks like a garden hose is spraying the valve with fuel, resulting in "rivulets" raining down from the valve like an umbrella. [good Speedtalk search] Let's explore that briefly, shall we? One can easily imagine that when an injector is positioned nearly on top of a valve, THAT is precisely what would happen. From what I follow, moving or adding another set of injectors upstream seems to reward with power. One might also jump the gap and think that the OEM's do this simply so the car will start up easier and make it through the warranty period. I don't think they play with mixture motion (whether in the port or on the piston) solely for mileage or emissions. My opinion is that it's (mix-motion) a required compliment to the injector location, which takes precedence to the rest. The physical attributes causing mix-motion can be replicated accurately in the castings, for no further cost. All these things work together and have trade-offs. We then eliminate this for more airflow and power. I've seen quite a few good flowing ports that leave horrible combustion patterns on the pistons and in the chamber. They also run shi**y. I bet it would show up with the bsfc's on the dyno....or be prevented by GmcG's doppler:bla:/ wet-flow bench (start building it, It might cost less than a pro-ported set of heads!). BTW, one can't compare accomplishments of one builder to the next when they are all working with COMPLETELY different things. Waiting for GmcG's contributions now...:grin::grin:
License plate almost randomly issued by the DMV. I seem to recall that the person before us got 6ad. I practically begged them to give us 8ad instead of 7ad. Clerk shrugged and said, "whatever". This was for my wife's Cutlass...kinda like a personalized plate without the upcharge. I've noticed Bad f-85 used already on forums.
If I needed a set of Buick heads ported I would call either Bobb Mackley or Chris Skaling.... Although I like learning about head porting and other things engine related I would rather pay a pro than risk ruining a set of heads... Both of the above people are producing high HP engines repeatable and reliably for both iron and alum Buick heads.... Unless you have the right equipment you don't stand a chance of optimizing the porting.
"Unless you have the right equipment you don't stand a chance of optimizing the porting" Isn't that the truth.
On iron heads i have pluged the crossover . but would like to close off the opening in the port . Any body done this or have idears /
Why are u being so rude to me? What have I done to you to deserve this? I'm here to gather and display information that I have gathered. Yes I do know Chad Speier of Speier racing heads, now for Meaux Racing heads! No. But they make kick butt computer software ! I don't know every big name personally but, the ones I have talked to are very reputable people . I didn't say anything about a single intake and exhaust port being done by a professional . That was someone else , besides that, you think a new guy can copy a professional port job? That's damn near in possible !
Your in cylinder camera is bad butt. But it would be neat if you could go ultraviolet light and put flurecent(sorry for the spelling, I know its wrong) dye in the gas to see the vortexes and the way the gas behaves , that would be very informational . Seen the gas hit the back of the valve is wild looking.
The soul reason I started this thread is to let people know what's involved in the port and polishing business and some of the information I have gathered personally . yes, there is some big names mentioned in here but, that doesn't mean you gotta use them. Their accomplishments are on the internet and they have web pages of there own sometimes. Some people on V8Buick.com don't want to port their own heads but they want the best though! That's another reason for the big name drops. Some of the big names I'll be mentioning actually make or modify cylinder heads to your car combo. Im not here to just drop big names as some call it. Greg Gessler is the best for Buick cylinder heads but, as I heard of, Greg is no longer porting cylinder heads! Now is this true, I don't know. So I'm providing peoples names that can do the same work as Greg and possible better if you have the money to do it! I know that Jim W. does a wonderful job on heads too. Do you think that he doesn't want his name mentioned ? How do you become big? Doing a great job and word of mouth! Now if you are just starting off , then there is plenty here to learn from. My problem I do believe is, I think I'm getting into the too technical part of it! Please correct me if I'm wrong. I still am going to post web sites and pictures and articles so everyone can read if they like and give feed back ok?
When I contacted Greg Gessler on that, he said this to me. "Put a piece of metal where the crossover is but make sure you spray a lubricant like wd-40 on the part it contacts the crossover andhave the head up on its intake side and pour slowly with help if possible to get as much aluminum in the crossover exhaust port area. you'll have to tip the head to fill it completely up to the port." I thought that was cool he explained every detail to me.
