These videos you’re putting out this past week are phenomenal. I know more about this stuff than the average person, but in reality that means I know just enough to be dangerous. What you’re giving us here is pure gold. Thank you Darin Morgan.
I saw these videos a ton of times, it is a shame that darin doesn't do more videos. He is the best, and I love the way that he explains things! regards from Argentina
Been watching and studying gold prospecting lately and how water flows down streams and where the gold dropouts. Their is a gold line that travels straight as possible, it doesnt just turn with the river. Water back eddies and creates circling pools and vortexes. This is some great stuff here on wet flow. Pure Gold!
I knew it !! Air foil wing theory was completely wrong always thought to myself you can hold something out of car window and the only way you get real lift is by tilting it and it seemed likely that air pushing on the bottom side as a result of the tilt is probably making most of the lift these videos are great very informative
Darin, fantastic info. Hard to believe one gets paid to geek out and learn so much valuable info. I mean this in a good way! Thanks for taking your personal time to share with us. Greatly appreciated!
Yep , as a 12 year old in 1982 I knew the Bernoullis effect was bloody wrong. And that the wing pretty much just deflects the wind energy down. ffs. Great info here . Thank you
Unbelievable! For a while now I’ve wanted to try, in secret, the tear drop idea from the exhaust valve around the short side of the intake valve. I wanted it to held the low lift scavenge directly down the port to get the intake port moving as the intake valve lifted off its seat. Low and behold… you’ve done it! I never considered the wet flow and anti-detonation properties of it though.
Just finished watching all 3 videos in this series. Absolutely brilliant. Thank you very much for sharing your knowledge. I certainly hope that you can get around to making some more. Regards Greg
Thank you so much for sharing all This to the general public A lot of people in your position Wouldn't share trade secrets First saw you presentations On Drag Boss
How I wish this video came out 5 years ago. I tried modifying my cast intake years ago, it looked like a Dogs Breakfast when I finished with it. I did learn a lot from modifying it , especially the port runner entrance, I had put a large radius on it , on the dyno it ran like a dog :) .
I am sure I speak for anyone that has subscribed as well as future subscribers keep them coming I'm really liking your videos your doing what everyone states around
You are the guru, we emailed 15 years ago and I had to stop porting a few years ago , but I am still an FE fanatic and your ideas grew my mind to be able to work with its weaknesses by making complete, quiet work within its limits. The legacy of Fords FE of the 60s . Thank you. I just spent. this evening with you and Drag Boss and 2 1/2 hours of great of great work and experience! I have a very happy 500 hp 390 .020 over with iron C4AEG heads with 2.055/1.57 exhausts with a nice quiet port and an asymmetric exhaust port, just from your experience. This little 390 is a monster! A real overarching engine!
Great stuff Darin. I've been listening to you for years when they used to do CDs of hp secrets. I've been porting heads for 30years and totally agree with the sound of a port. Keep up the awesome videos.
Just last week I took a set of SBF Ford heads that went turbulance past .650 lift. All in the short side of course. Layed it back, stabalized the flow, picked up a bit of flow, about 15cfm on the average. Guy had a .780 lift cam. ET reduced by TWO TENTHS. The increase of 15 cfm would be at best a tenth, stablizing the flow curve was the rest of it.
@@darinmorgan3520 awesome stuff. Yeah I did a set of w2 heads I think I only picked up about 6cfm but sounded better. I think from memory it was a 340 pump gas motor making 560 hp and went to 590 hp area. We were trying for 600 so got close
This is amazing! Ive started tuning Ducati engines for the last year, "interning" in my free time at a company that has 30 years experience. Building 3 race bikes myself for upcoming season 2023, and will be trying some of this stuff out on one of the 3 identical bikes to see what the results are. Thanks Darin!
I been using the wing in Hemi Super Stock ports since the late 1990's I call them my "vortex generators"...I like putting them in the wedge heads also...
This makes me want to try putting Cerakote on my pistons, ports, and chambers. Most liquids bead right off. If I don't allow fluids to wet the ports, then the chaos of the system will give me a new result.
Awesome!!!!!!!!!!!!!!! This shows me that I am on the right trsil already 25 years. Although for some details not knowing exactly why...this video explains those details I used , but dud not exactky know why those details work(ed). Now I can further improve the details to a next level maybe. Again great video!!!!
One of the clearest and most in-depth explanations of how a motor works which in turn (not a radius pun) has to help anyone hot rodding be it building a combo in the garage or basic tuning. My point is wtf is wrong with society lol! 1600 subscribers and a handful of views but yet people pay monthly fees to some of the drag racing clowns on you tube to watch them set the valves over and over and make excuses on the last loss, and then more maintenance content. I just don't understand how peoples attention works and or what the "normal people" seek for when it comes to content! Thank you very much for the 35 years of experience for free Mr. Morgan and I look forward to shaking your hand in the future. Hopefully southeastern Indiana doesn't make you relocate before that day because most people that live around here wouldn't if they've lived elsewhere 😂.
Listening to this and all I can find with your name on it .. like religion !!! You are the best I have ever heard, with the reasoning, math and logic to back it all. I respect you ! Can you answer one question please that I am just stumbling on? So the seat ID should be the smallest part of the port ? For some reason I made the cross section the smallest, then it tapered back out to the seat. Is this right or wrong ? I know your a busy guy so if you answer I’d be ever grateful
I've watched your videos and I've watched you on dragboss. I really hope you do more videos on cylinder heads. I learned so much. Had a buddy get mad, then told me i had no idea what I was talking about went I told him the port of a LS and a Cleveland are similar, he then started telling be the LS flows more and makes more power and that makes them totally different. I know the technology of the LS is different then the Cleveland but are the ports basically the same or am I wrong? I may have the wrong understanding of cylinder heads.
Awesome videos I'm trying to make a low-end torque turbo engine but have no clue how to go about that. This helps some. Wish you would go more into low-end torque.
Producing TQ at lower engine speeds is no different than producing it at high engine speeds. The approach is exactly the same. Same math, same physics. With a turbo it makes it even easier. Size the turbo correctly with the proper cam and manifolding. Just think small....
Darin, thanks for making these videos. When it comes to atomization of the fuel, does the type of fuel matter? Would you do the valve job, short radius, etc... the same for SR18 as you would for C85, for example?
Im suspicious that this fuel separation is happening in my street car, it has this low port hump like the Chevy head you mentioned. What if any symptoms would you experience / notice during normal driving. I get like a very slight surge effect in cruise and afr moves around a little. Side draft CD175 carbs. Any comments appreciated. Thx, and thx for the very informative vids. Cheers
Darin, at 3:25 when you talk about lowest localized velocities on the short turn, do you mean highest localized velocity? other than the throat seat area
I worked for Bombardier... a small aircraft outfit some may have heard of, designing aircraft including airfoil geometry for a number of years and Pratt and Whitney some number of years before that on the gas turbine side. I find all of this extremely fascinating due to the static and dynamic characteristics.. and being a fellow gearhead. Darin, how do you feel about port design for E85, which seems to be extremely popular for street cars these days. Let's take multi-point fuel injection for instance... what changes would you make to the standard petrol port when adding 30+% more fuel. Might be an interesting talk. Thanks.
At the AERA conference this week end this very topic came up and I addresses it in my presentation. No changes in area, air speed are needed. I understand the rationale. Even though the fuel volume is higher the fuel density does not increase proportionally and is far less than most realize. Years of testing different head designs in Top Alcohol and other power adder classes utilizing alcohol have proven the intake port size does not need to change compared to an NA engine. The chamber, exhaust port and valve size ratio however need major changes. Exhaust port exit velocity drops from 300-310 to 280-290fps. The exhaust valve diameter increases in relation to the intake size and the chamber size and shape change. The extent of these changes and the reasons for each depend on to many factors to list or cover here.
@@darinmorgan3520 I guess it's fair to say, that a purpose built E85 engine, whether NA or force-induction.. needs design changes. Maybe not so much in the port, but definitely on the chamber and exhaust side. Is that a fair assessment? Would you change the injector placement? Keeping in mind that low speed idle and driveability are still a concern... since these are street driven cars. I would imagine a lot of street force-inducted cars running on E85 are leaving a lot of power on the table, running chambers & exhaust valves/ports designed for petrol.
flow bench…instead of diacom use air brush gun. they’re $20. i would use any tshirt dye instead of paint by adjusting your hand angle and and the amount you depress the trigger youl be able too replicate the injector or cabrb fuel mist
I posted this same question in Vid #2..... Why are intake ports rectangular instead of rounded or cylindrical like the valve itself????? What would happen if you contoured/dished-out the length of the ramp floor slightly into a "U-Shape" the full length of the ramp floor......sort of like the shape of a "Water-Park" slide 1/2 tunnel shape, OR, the opposite & give the ramp floor an arch-shape????? Is either of those shapes common practice to help evenly distribute the air/fuel charge across the entire port instead of it being concentrated in one area????? Which again, brings me back to my remedial thoughts of why the entire port length is not fully cylindrical, or tubed shapped like a TPI runner? Your expert explanation is greatly appreciated.......however, I'd never port a head & leave to a professional!!!!!
The simple answer is area and air speed. It comes down to what shape will work in order to attain the proper area and air speed in the intake tract. A square is about 20% larger than a circle and a tall oval or square can be 50% larger than a circle. In order to navigate push rods, bolt holes and valve train mounting bosses we have no choice other than to modify the shape to get the proper air speed. A round port is perfectly acceptable but only if you can fit it in the head.
Hey Darin would you ever consider doing a video on split runner 4 valve heads? Or could you recommend someone who teaches on the subject or point me in a direction to some literature/info. I remember you saying on power and speed podcast years ago that they were a whole different animal
I wish I had found this a year ago when I could see. I am building another FE and I want to port my heads. 13 degree, and 2.19 valves with 1.65 exhaust. The C8AE-H chamber. Similar to the Medium Riser head. The wide side is line of sight beside the valve is wide would the wing be of value to the short side or how far back. It is a straight shot. I have seen fuel fallout.
Ok, so as opposed to photos of steady state air/ink flow at various valves lifts, would the ink dispersion patterns look the same or change drastically as the piston approaches and rounds BDC and moves up toward TDC as the intake valve is closing?
If your just talking about flow numbers with atmospheric pressure in your shop I’m with you but engines and vacuum pulses on each cylinder would have to cause a different effect
I'm curious to know your thoughts on individual runner manifolds vs manifolds with plenums and if you would need to change anything in the runner or not. Since individual runner manifolds create low vacuum signals does the pressure gradient in the short turn need to change?
Would light dumpling on the short side help with re atomization? We tried just blowing some dye through some world sport2 and they plug wet and had some deatomization the dimples did help and I did some light work in the bowl and totally fixed the plug deal
dimpling, cutting grooves, vanes and many other things have been tried. What it comes to is this. If the port is designed properly and the air speed is sufficient to turn the fuel into the chamber, their is no need for dimples, vanes or groves. I have had this conversation with many professionals in this field and every one was in agreement. Dimples, vanes and grooves are band-aids to help fix a system that was not designed properly in the first place. That being said, there are bad designs that can be helped by using them.
I understand the formation of fuel droplets and the power loss from it but more so I would have thought the flow reversal and increased turbulence would drop ve and have a more noticeable power loss because of that
When it hits the dispersion plate it dry's out before even getting to the orifice. I have taken apart my bench once a year and dont see contamination of the orifice plates at all. I pour the shit down the bench. I use a LOT!
@@darinmorgan3520 Sweet, I sprayed some today, a 4 cylinder, .100 down port 1, .250 down port 2, .350 down port 3 and .450 lift in port 4. Pretty neat patterns
Because of Darin's AIST program I decided to use dykem and alcohol on my bench. I was so scared and pucker factor was 10/10! LOL! But, it was all good. I have ran much more through there since. My IG is@_maxcfmmotorsports_