I explain what angle milling is and show how it changes the flow curve of the head. I also try milling the head in a different direction to see if that changes anything. All the results are in the video.
I have a pair of Daytona Prototype LS7 heads with small intake ports. INTAKE PORT 1.125 x 2.250 (LS7 1.35 x 2.40)(LS3 1.25 x 2.550) it also has small 7mm Titanium Tin coated int. valves 2.10" & , 1.550" CRN coated ex. They are Chevrolet Prototypes ported by ECR in 2012, LS7 style 12degree HEAD 17802752 235cc int. 87cc exh. The combustion chamber is 49.5cc, they were on a 360 c.i. 4.080" bore x 3.45" Stroke. This engine made 700 hp with a 248/248 @ .050 & a .591 lift. The explanation I got was these were early design LS7 before Chevy decided to make the 427 LS7. The downside is that I have to epoxy fill the intake runners, no intakes with small runners are available.
I’ll send $ again if you think about buying a CNC machine, or at least think 🤔 about it! I know your tired of hearing it, but there’s nothing better than having a head being ported, while your doing valve jobs & other stuff! You only seem to be getting busier! I understand Dynos are so cool 😎! We had one & work slowed down like crazy! Because we were trying to make circle track power, instead of getting shit done! Luckily my boss sold it to his friend, & he installed it in his barn! Yes it’s done properly! But now that it’s not right there to play with all the time, work gets done & we go & use it on nights & weekends! He did a nice job with the exhaust, where the neighbors barely know it’s going on, & if one of them calls, we just stop until the next day or during business hours! Once you have a machine finally doing a good part of your job, freeing up a lot of your time, & getting more products out, than you dyno! Never mind there are usually a bunch in most areas! Just look 👀 @ Uncle Matt! He had a badass dyno! Now he doesn’t, because so many top notch builders that are going to dyno anyway & call him with the results! Thanks for listening & I’m sure your doing this 🙄🙄🙄🙄 right now! Sooner or later, you have to stop killing yourself! Thanks for being a teacher again!
0-50 thou on old fuellies gives a decent compression increase,, eg near 12-1 with 11-1 pistons and shim headgaskets. And no reall hassles machining intake and bolt seats. Large amounts simply make too many issues. LS I suspect would be worse as a mechanically poorer assembly with less head bolts. Does anyone make rolled over heads for a LS? In that respect the originals are better than SBC though they have them rolled over to 10 deg these days. As a road racer and budget engine builder anything over 600 lift simply does not interest me. That is about the max that is A compatible with max 7500 rpm, b compatible with off the shelf retainers, springs, rockers etc. More than that is an accidet going to happen
That tiny port is really interesting. Any thoughts on similar changes to a stock casting? Holdener’s tests on a 6.0 show the TFS 225 head (cathedral port, 5cc smaller chamber, so more compression, and 20 cam or so better) is better than the LS3 head pretty much everywhere, and that may be due to higher port velocity for the torque curve. Although maybe you could buy the TFS heads and a cathedral port intake for the cost of that extent of port work…
90s small block chevy swirl port head. I know that most people will say it is a waste of time. I put a set on my 79 350 2wd blazer. 308 gear. I optimized the Q-Jet and the distributor. I had to even back off the timing. It smoked the tires off and really started to scream at 3500 RPM I couldn't believe it.
On the too small bore, can you not put some clay in the bore/chamber overhang, to smooth out the chamber to bore gap, just to see what difference the gap/overhang makes? Like what is worse, a little more shrouding in the chamber but smooth transition from chamber to bore VS. somewhat less shrouding in the chamber, but chamber overhanging the bore and crating an gap. For a new head to test, the smart answer would be an head with symetrical ports so it is easier to compare to each other, but I would like to see an Olds head, with their curvy ports. But an cheap or poorly made SBC head would probably be best, in regards to both moneywise and audiencewise. Maybe.
My question is ,almost all your gains are with a lift over .700 , I think I seen one chamber that gained at .400-..500 lift , I think the largest ls cam has a lift of .700 and I believe that is a solid lift cam .
Thanks Eric for all the informative videos. Its nice to see how all of these different combinations may or may not help on a modern head. Do you have any plans on porting the GEN V heads? Seems there would be a good market there since the aftermarket has not come through save for the 2 options I am aware of. Would love to see what a factory L86 port could do in the right hands.
@@totensiebush The L86 head flows a bit better than the ls3 head stock but I haven't been impressed with the ported versions I have seen advertised, and nothing comes close to this porting here... Would be nice to see a nice race effort port on those heads. Plus anyone in the GenV market wants to sell Head/Cam,Exhaust packages so you don't really know where the gains are coming from.
what is your opinion on a 4.080 bore x 3.86 stroke ls3 based shortblock versus a 4.125 bore x 3.75 stroke and which head would you recommend? 4000lbs camaro streetcar possible power adder
Eric.. awesome videos. Thank you. It wouldn't help make power if you rolled off the top edge of the combustion chamber just a little? Just seems like with piston speed and air moving at the top of the chamber, it would want something versus a square edge
Hi Eric, would you be interested in working a set of Pontiac/ Edelbrock heads that' has been done previously by another known company a few years back, it's about time to freshen up the engine and was wandering if you thought you'd be interested in porting and working the heads to the best of their capabilities. If interested please let me know thank you
at @12:07 the edge of the chamber looks really close to the valve seat due to the angle milling - is there any danger of that causing shrouding of the valve? or is that offset by the presumed benefits of having the angle milling in the first place?
Have any experience with speedmaster heads? Their ls3 heads in particular. Something I might not of heard of is ptv on angled vs milled, does angled gain ptv?
