IT'S ALL IN YOUR HEAD 

Agreed.

Just get a cam, intake exhaust, injectors, fuel pump and tune. Thats all. Easy 450hp on a 6.0l.

glad it helped

@@richardholdener1727 the quality is good but the mic is still a little far away from you. There is a bit of background noise from the software cranking the gain to normalize levels. You can hear your shirt sliding on the chair. Thanks man. Some guys still act like getting a good recording is some kind of voodoo.

Even stock LS7 has a higher coefficient than the AFR. Ported LS7 heads flow 390-400cfm.

Structured engine building. Its about not saying no to head modifications. Finding the Head Intake and cam profile to suit your torque and power targets! And dont forget...fuel economy follows if you just follow through this process. Great info all.

@@deanstevenson6527 you are exactly right... It is about the entire combo and the intended use of the combo!!

Thanks for posting this! I've been MANUALLY calculating port speeds via MinCSA and C/D for engine combos and it's stupid time consuming. I bought a copy of Stan Weiss's PipeMax for intake and exhaust wave tuning and I didn't even know DV and Stan Weiss had this IOP XLS, too! -I'm going to go try out the trial... Will probably save me stupid amounts of time....

I must've missed this talking point. Please inform. Thank you

Mr. Holdener didn’t talk about the heads. I was referring to why I make an argument for the 706/862 heads on a 6.0.

SierraC3TV Black_Widow_C3 yeah I hand ported some 706 heads to put on my LS1, and all I’m going to say it that I believe it was the right decision, some people say they don’t like the 706 heads because of the small valve. I say if you’re not trying to make over 550-600 hp, the 1.89 valve will give you more average power from idle to redline, and especially idle to 5200.

Drivin with Drew I couldn’t agree more! Everyone is on the 243/799 bandwagon but I’m a firm believer in the 706/862 heads. They are more than sufficient to make one very powerful and streetable hot rod!

Flow quality is very important .... Though we like to look at big numbers if the port starts to surge or back up (drop in cfm) it will not work well on the motor

I think this technique is specific to or at least particularly important on exhaust ports. Darin Morgan from Reher Morrison / Profiler for a while, then back @ Reher Morrison regularly talks about how an exhaust sounds being more important vs. max CFM flow on a flow bench.

Yup!

Mainly its the chamber size compression boost

You’re right, once I figured out coefficient of discharge, I ordered a set of 706 heads to port for my ls1, and it turned out fantastic, killer low end and still pulls to 7k no problem

Its mainly a function of compression ratio with the 5.3 heads. You gain a full point of compression if you swap from a 317 to a 5.3/4.8 head. You gain power everywhere across the entire RPM range which is why it makes decent power.

he wrote a hemi book and has lots of hemi vids up

It is. The "Coefficient of cross sectional area" of the intake port is just called the port air velocity, though, and its measured / estimated in feet per second. To calculate /estimate it, you take the CFM of the head at each lift point * 2.5 and divide both by the min or average CSA of the intake port. FPS = (CFM * 2.4) / CSA. Looking at the min csa or choke point will help you estimate the maximum FPS at the choke, looking at the average gives you a good view of the average port speed throughout the port. The Profiler 195cc SBC heads have a min csa of 2.15" and using their flow curve you end up with 161.8 FPS @ .200" lift, 283.5 FPS @ .400" lift, 305.9 FPS @ 600" lift. Compare to the bigger Profiler 210cc heads which have a min CSA of 2.19" and using it's flow curve you end up with 158.9 FPS @.200" lift, 282.7 FPS @ .400" lift, and 312.3 FPS @ .600" lift.

I’ll be doing the same on my 5.3 fi

I'm trying to decide on Rec Port or Cathedral Port myself.

I have both (ported 243s) & (824s). Based on this info, I would do better using the 243 between 0.4- 0.6 lift. This is a great equation to know.

you are missing a big part of power production here-reflected wave from the induction system that dramatically improves cylinder filling at BDC (if time correctly)

@@richardholdener1727 Thanks for adding that. It was definitely missing from the post. (I'm a long-runner nut job, so it generally doesn't apply at my HP peak, but my torque peak, so when I'm thinking around HP peak it never applies to me as I'm outside my tuned RPM.) --Do you happen to know whether wave tuning impacts the VELOCITY of the incoming air or just the DENSITY? (I'm thinking only the latter, but that's a guess, for sure...)

good point

How does it work for 4 valve heads and what about staggered lift cams?

@@1magnit 4 valve heads don't matter. It's a cfm game. Look at the peak lift of your cam and you double the intake cfm at that lift. And remember, this is just a general guideline on what the HEADS can support. Other factors can limit power too. If you have a perfect cam and killer heads and induction, it won't make power if the exhaust is trying to blow out of a tiny 1" pipe. Dual profile or vvt cams won't matter for peak power. Look at the peak lift. Remember, it's not what the engine can make, it's just a quick estimate of what those heads could make with a matched combination. A 1 ton pickup truck won't use the same cam profile as a 10,000 rpm Honda s2000. Like Rich says in the video, many guys choose heads by cfm alone. If you have a specific power number in mind, this can help you choose the right heads to hit your number but not break the bank. You don't need cnc heads to make 500hp. My pickups 355 sbc has heads that flow 245cfm@.600". I do not make 490hp because my camshaft and intake are limiting factors. It's a 3/4 ton truck so I want high lift to utilize the head flow, but low duration so I can have off-idle towing/hauling power. My cam is a top of the page xfi252hr. 252/264 advertised, 202/212 @ .050" and .550"/.546" lift. The cam limits my rpm and my peak lift limits flow a little. Luckily, my heads still flow 242cfm @.500" so I'm only losing 3cfm between .500 and .600 lift. I don't have a measurement for .550" lift, but let's just go with 242. So with my cam lift, the heads could support roughly 484hp. My duration shifts the powerband down to a lower rpm at the expense of top-end power. That limits my power too, there's not a super easy way to estimate power from a cam, based on engine size and duration. According to comp's camquest software, I'm making about 406hp@5500 naturally aspirated. As Rich has said in the past, boost mimics the NA curve, it just makes it higher. If you're a fuel injection guy, KPA is a super easy way to see how much hp you're gaining. Wide open throttle should be roughly 100kpa. If your data logs show 200kpa, you can figure that you're making double the power... provided that you have good fuel and didn't have to pull timing to avoid pinging. Rich is alot better at explaining this than me, go back and watch his videos. He has a wealth of knowledge.

@@EricErnst Just buy a Dodge CUMMINS, if you want to Tow.

@@nellyfarnsworth7381 I don't want a Cummins. This was my uncle's truck. He died in 2005. I'm building it into a fun and badass truck. Some guys buy what they want to suit their needs. Others build them.

Lol me to fuck around and make a ton of power on an accident

@@nathanielmackinnon6738 it happends man. Less is more with porting. I recently did my xr100 dirt bike and it woke it up alot

lots of spintron data needed to make sure the high-lift, short duration cam will be stable-also more lift does not always add power

your choice is good

Hope so. 225/236 629/615 112 lsa, in an l92 with a TSP 418 stroker @10:1cr

Glad to hear it!

I ran the 202/202 truck cam from BTR

@@richardholdener1727 the 202/202 on a 110lsa was just right on for towing. Give us a 210/210 on a 106lsa😁

You mean ALL the torque 1500-4500

@@raylaux8295 Yes! this. This is much more useable at part and mid throttle.

@@raylaux8295 Yes!!! All the torque possible at 2000rpm, all the torque at 4500rpm, then who cares out past the 5500rpm shift

Yep, the LS3 intake too. You can do so much on an LS3 with just cam and headers. PTV clearance is something to keep an eye on though.

CFM X 2 is a better measure for a good motor and when you might benefit from a head upgrade. 157 cfm x 1.46 = 229 hp (less than what a stock 5.0L Ford makes with a head that flows 157 cfm)

I tested ported LS3 heads on an otherwise stock LS3-only 10 hp gain (with flow rates of 350 cfm)

those work well

dedicated class racing is very specific

I've run all those

@@richardholdener1727 I can't find 1 uploader that has done anything on the Edelbrock Vic Heads on a small block chevy ...... Except on "guy" that ported a set with a drill !!!!

WOT testing is done in the range where you will be running at WOT (usually 3,000 rpm and above). the lower ranges are usually for part throttle-also important but a different test

Have you seen or heard of Big red( it's a first gen camaro racecar type build) looks stock but has a 598 engine that makes 1200hp N/A. They do mention that is similar to NHRA but it's a small town engine builder that has been working with the car owner for about 20 plus years.

@Ace B. the one i saw on the show is an all motor build, it might be on RU-vid, but I saw it on Amazon. And it is an all motor build no forced induction( or pro charger) it uses dual carburetors, old school drivetrain that is why it is to me a very special car.

I am very familiar with the Big Red guys-I met them long ago at the La Carrera and the Silver State races-Eric at Westech does their tuning

@@richardholdener1727that is really cool Richard Holdener; I saw in one of the episodes that RJ and their crew went to visit Westech for a dyno session so they could run nitrous to reach their goal on the Mojave mile. Steve was the man in charged of the dyno when they were there, but I am pretty sure they were back several times. I have been watching an Amazon series documentary about Big Red but I have not finished it yet.

A full point of compression will get you about 12 HP on a NA 4.8.

the 702 will make even more power than the 243 on the 4.8L, even before milling

Fascist Pedant torque?

Richard Holdener It feels pretty snappy... but now I have a crazy noise from the rear diff. Never ending fun!

I have not

the difference was nowhere near 1 full point

that's a good question

dynamic is definitely different-but we can still extrapolate the changes in flow versus power

@@richardholdener1727 Indeed, and definitely not wrong. I was just hoping to see, how those different styles of ports behave with valve pulse. And I understand it is almost impossible to get on video, but still it is an interesting subject.

Right racer D. It would also be interesting if we could get more complete camshaft duration statistics. Let's have the duration stats for any given cam @ .05" Intervals up to whatever peak lift is. This would help us to better match a cam to the heads.

I Think it was just a visual mistake. I would imagine the x2 is for the fact we're talking about v8's with two cylinder heads.

the formula was written wrong-should be hp=cfm x 2

Richard Holdener thank goodness. I’m looking at a pair of heads that flow 257 at .500 lift for my .512 lift cam. I’m going for a 400-450 hp with a stock SBF block. I was thinking I was going to have to get 800cfm heads and change my cam out to like a 2.012 lift or something. Hahaha

@@richardholdener1727 I guess it is valid for a 2-cylinder engine? Thanks for the rectification and the videos!

Was about to say the same thing

I don't use the factory ECU or knock tables

One thing we learned from this video, that motor might not need the head upgrade. I bet if you swap the cam for a bigger unit an upgrade/lighten the valvetrain if necessary, that you could get some bigger numbers out of those LSX heads.

exactly my thoughts, cubes determines real world flow

lots to consider-this formula is just one more to help