Keep the 6 liter content coming. What head castings are you using, stock, updated aftermarket? After watching this video, I’m seriously considering purchasing your heads over Kill Devil’s. I tow heavy and am constantly looking for more ways to get more torque out of the ole girl. Keep the 6-0 content coming. I love what you guys are doing with these engines. God bless.
I took airflow class using an older but same bench. What we learned is that a radius improves airflow numbers so using the green modeling clay is improving the CFM numbers slightly. That being said, using it for both stock and ported is a fair comparison. Also anything much over .600" of valve lift is kind of pointless as the valve is fully open and you will not see any or hardly any gain in flow. great video though. keep up the content!
Thanks enjoyed the content of your video. Everybody bad mouths the 6.0. Yes they do have their problems. My experience has been since having had one from 2006 is that there are very few people that know how to work on them and do it right. Including the Ford dealers.
Awesome job will i really love the tec videos so interesting doing real world testing although the real test is back to back dino test i know that would be a lot of work but it would really show real world numbers 👍 As always take care stay safe and may God bless you 🙋♂️ 🇬🇧
Are you guys going to do a pre and post mod dyno run? I'm just curious because i've heard of guys getting massive flow numbers but it not equating much because they lose all of their port velocity. This experience relates to smaller engines, curious if this is even an issue on a lower revving larger bore diesel engine. Cool video!
Cameron there is no fuel swirl on the intake side on a diesel, but halvorsonmx has a good point. On n/a gas engines ported heads have high rpm gain but lose in lower rpm. I would really like to see the gains and at what rpm on the dyno
We have a set of kdd iron heads here. We have flowed them but they are not ported. Obviously the ported head outflows the kdd non ported head. We could do a stock kdd vs stock 6.0?
I have a question about aftermarket heads. I know you work with mostly trucks but I have a tractor. Do aftermarket heads usually keep the swirl ramp in the intake ports or do they tend to remove it and make it more like a gas engine race port?
Increased flow will help out in most any situation. With the exhaust flowing better it will spool the turbo even quicker with obviously helps with low end torque
The short answer: Even stock trucks will see a benefit with ported heads throughout the RPM range. Low-end torque, mid-range towing power/EGT control, and top end power will increase. A real-world example would be the difference you see in spool-up, power, and EGT control on a hot sunny afternoon vs a cool fall morning. The small change in air density from hot summer to cool fall is enough for most drivers to feel. The long answer: The great thing about diesel fueled engines is they continue to make more power with a set amount of fuel all the way till about 30:1 AFR. So although the laboratory perfect air mix for diesel "Stoic" is about 14.5:1, the visible smoke threshold is around 18.5:1 to 22:1 and that seems to be where most OEM vehicles are tuned. So if you you get more airflow into the engine, even in a stock application, it will be more efficient and make more power until you hit the high 20's to 30:1 Air Fuel Ratio at which point you won't see any more power gain from added airflow.
Are these a oem hear that your porting or are they after market head. If so have the prone cracking problem areas like the fuel Injector seat and the valve seat area, have they been addressed
I'd like to see some dyno numbers throughout the rpm rang not just max power and torque as well as real world numbers including exhaust temps. The small exhaust valves as well as cam design were to lower egt in order to lower NOX output so I'm curious how porting effects exhaust temp
One thing 1 miss : SWIRL meter. Been flowing diesel heads for 22 years. If flow was the only concern everybody would be doing it. What I do to intake flow depends on : application , rpm used,amount of boost, nozzle holes diameter , duration of injection , intake valve lift , type of diesel . Increasing intake flow on diesel can be done the easy way loosing almost all swirl. Or the hard way : increasing flow WITH the same or even more swirl.
@@pddofficial that would be nice to see. I work solely on 70" testpressure. As in my opinion that resambles better the reality. Of course I give clients the numbers @28" as otherwise inpossible to compare.
@@pddofficial I have a Quadrant Scientific Flowlab 1400 with home made honeycomb swirl torque meter. Esspecially the cylinderheads of large truckpull engines create a tornado like swirl meter destroying swirl...😁💪
Does the piston pushing the exhaust out have anything to do with the smaller exhaust valves? do they need to be so much bigger with that kind of force pushing the exhaust through the valves? Devil's advocate. I could be completely wrong.
We currently offer o-rings on our 6.0 heads. We are going to be testing fire ring setups soon. If we have similar results like we do with the Cummins then we will offer them a well.
So correct me if I'm wrong but your stage 1 12 valve head flows 203 cfm per hole on the exhaust this flows 157 so 157×8=1256 203×6=1218! Im gonna take that as a huge win for the 6.0🤘
Are you yall ready to send me a fire ringed Cummins head that I can beat on yet lol? I hate pushing coolant getting old plus I've already blowed 2 radiator hoses and expanded my mishimoto radiator.
Swirl is a design criteria for sure, it seemed to become more prevalent as emissions standards increased. Both Cummins and International built swirl ramps into the intake ports to cause swirl, the ramps definitely do not increase flow. On these 6.0 heads, its possibly to pick up more intake flow if the swirl ramp is entirely removed via ported, but it will hurt the low speed performance if all the swirl is removed. Squash AKA quench is a big deal on naturally aspirated gasoline/alcohol fueled engines because it helps fight detonation and makes more power as the air charge is forced out of the quench area into the chamber area vs a piston/head combination without quench AKA open chamber. On forced induction, quench is usually a starting point or source of detonation so it is usually removed for higher performance boosted applications. These diesel engines, however, do not inject fuel into the air stream on the intake stroke so detonation is normally not a concern. At the highest levels of diesel performance, modest gains have been found adding quench or minimizing the amount of chamber volume outside the fuel bowl so that the maximum amount of the air charge ends up in the bowl where the injected fuel is mixed. So in essence, the top outer rim of the piston is held closely to the cylinder head to minimize the "dead air" outside of the centered bowl.
Local hardware store... gotta keep the springs light enough to open with a dial indicator but just heavy enough they don't suck open on the flow bench....
Either the engineers or bean counters really messed up with the 6.0 Powerstroke. I truly believe an engine could be built that made great power, got good mileage, had low emissions and was reliable if the bean counters were locked out. However the manufacturers made a good product that lasted a while they would have to wait to make more money and we can't have that. The CEO's need 5 vacations mansions and their 100+ foot yachts.
The 6.0s bottom end is a work of art, the engineer must of handed it off to a toddler to design the cylinder heads tho. sTrEtCh tO yEiLd bOlTs wIlL hOlD tHe BoOst.
@@cameronsanburn9768 Yeah the engineers who actually understand engines must have lost their minds when that decision was made. If I had been part of that design team I wouldn't admit it under torture.
I would commit horrific crimes to have a flow bench, I worked my Cummins head by hand and have no idea what its flow numbers are. The ports should be uniform enough since dimensionally they are identical, but knowing how much flow my head can put out would be really helpful.
I did the same on my 12V head, along with a stage 3 colt cam it really changed the 2500+ RPM efficiency, before you could tell it was working just to turn then engine that fast and after you could happily cruise at those revs and it just felt free. On the intake I got rid of casting flash and radiused the bowls, didn't do anything from the plenum side, on the exhaust i had better access and did more work, got rid of all the flat walls around the valve guides and such, blended things, I also deshrouded the valves in the combustion chamber. Sure would like to know what the numbers are, and how close they are cylinder to cylinder
Wish someone would do flow bench rentals or flow bench days like they used to have dyno days! So much knowledge can be gained from just simply a few guys and a machine with a flat rate charge. Hint hints lol
@@mustangdemon87 That would be incredible, the place I went to school used to have one that we could use but they stopped offering their high performance program because the instructor retired, it was his bench from his former speed shop so it went with him.
@@Rx7man sounds like we did pretty similar work to our heads, majority of my work was on the exhaust as well. I'm doing a 188/220 as well which is why I figured I might as well let the head breath easy, glad to hear about the improvement above 2.5k, that's where I spend the majority of the time in my truck. I'm hoping my balance is good, I measured and checked each port as I went so they should be relatively uniformish
@@austindoud273 yeah they aren’t very aggressive. Internationals strategy was to run high drive pressure in the hot side to be able to shove exhaust through the EGR into the intake stream. A small camshaft helps
What would cause an 01 2500 Cummins to have the transmission not lockup if you put a new one in and have to put a lockout switch on I bought the truck but want to fix this problem so I can take the lockout switch off
Usually a bad throttle position sensor is the first place to check for a no-lockup problem. Second would be to connect a scanner and make sure the transmission is getting a proper temperature reading on the PCM side. Use any brand of scanner and see if it thinks the transmission is in the normal operating range of 120 to 220*F. If the wrong model year of pressure transducer/temp sensor is used (96-99 sensor in a 00+ model truck, the PCM will think the governor pressure and temp are out of spec and it will not lockup.
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If a 5.6 24v injector slightly fits, ok imagine a injector cup made to fit that 24v injector, replace the Hpop with a HPFP and replace the oil rails with fuel rails? 🤔🤔
So correct me if I am wrong, ideally, shouldn't the intake and exhaust cfm ideally be equal? As to why Ford (or International) designed the valves so much smaller on the exhaust side.... uh why?
Think about it. Engine design has atmospheric pressure on the intake side, and expanding gasses on the exhaust. Lot more push through the exhaust. Adding boost just adds more cylinder pressure, which adds even more push out of the exhaust. So no, they don't need to be equal.
@@Bacongrease00 so no, not a mechanic but you would think air in should = air out for best flow otherwise you are bottlenecking at the exhaust. I suppose the exception to what you're saying is the Cummins valves which are virtually equal based on the beginning of this video.
They might now that they have some "reliable" parts to put them back together with! Lol No hate here those ford's kept my shop in business for quite a few years
@@mustangdemon87 , these Ford’s kept bringing big bonuses to credit card executives. Extended warranty companies made millions. I was smart enough not to even consider knowing their design. I learn from other peoples mistakes, it’s cheaper.
6.0s are reliable if you don't beat the hell out of them. even then you put 500$ studs in a 12k truck and you got a reliable 400k-500k mile truck thats cheaper then any chevy or dodge
@@cs-gj3yf no such thing as 400k miles truck with $500 studs. But you can go ahead and keep convincing yourself and keep bonuses flowing to the studs company.
Flow is important but what’s not captured is swirl. Swirl is important for efficient and clean combustion. The aftermarket cams are going to be .350-.450 lift range. Duration is going to be 168-210 intake and 170-220 exhaust. I’m not a huge fan of CFM numbers being the be all end all. If you took those shitty numbers and applied them to a naturally aspirated gas engine it would struggle to make 300hp. But these same stock heads on a 6.0 have made easily upwards of 600+ whp. How is that? Forced Induction. The flow bench is sucking at the standard -28 inches. Not really representing what’s happening with forced induction. Not saying there isn’t a benefit to a ported 6.0 head but it’s not really necessary unless your going for big power 600hp minimum. Stock turbo doesn’t really have enough flow to capitalize on these gains. Better off just doing a KC turbo stage 2/3 and getting some big fuel sticks.
I really doubt the people putting these heads on are going to be running the stock turbo, and gains anywhere are going to be helpful, even with the stock turbo it'll make less pressure to flow that air which means less heat into the intercooler which means cooler air for the radiator..
@@Rx7man like I said there is gains but your money is better spent on turbo and fuel system. It’s been proven in the 6.0 community thousands of times. Kill devil diesel has a nice head for these engines.
To bad your installing these heads on the OE block with only 4 headbolts, or studs per cyl. I wouldn't waste my money even with head studs! The stock heads already can blow headgaskets with studs installed!
The flow numbers are comparing stock 6.0 to PDD ported 6.0. But to compare valve sizes, we showed that Ford uses a larger intake valve than a similar power level 24v Cummins but uses a much smaller exhaust valve, Will was trying to illustrate that 6.0 stock heads can be great heads will more exhaust flow.
Sorry, I should have clarified. These two engines have very different cylinder displacements. A Duramax, 6.4L or even 6.7L Ford would be a better comparison.
@@Kahlo69 what makes you say that nothing wrong with exploring different avenues and checking out motors with power potential that aren't as supported as other motors and the fact you took the time to complain is sad that would be me commenting on a cummins or duramax video stating nobody cares when obviously people care bc the video has views and they wouldn't get into a line of motors that people weren't asking for
Your just plain ignorant to the facts! Have you noticed when they do Ford videos there's twice as many people responding in the comment section? I have a 2nd gen cummins, but also enjoy the Ford information.
