OLD LOW PORTS VS. NEW HIGH PORT HEADS! 

Thanks Colt!

Are you calling Ben old ? He might be old but he is more talented than the guys who fix everything with money.

Paquet's Fairlane was one of my favorites if he runs A or B Stock and trying to remember if he ran Super Stock A or B?

@@benalamedaracing2765 He is running low 8s now, SS/A he is still turning 9000 with the FE and he is just under the index to run the Hemis. Amazing

Thanks for your support and glad to have helped Robert.

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Thanks as well Anthony.

You and your Dad and brother was there when we were running back years ago! Thanks for being a part of our adventures at the tracks.

Magnus, I see the progression changing the situation for the need for add ons or vortex generators. The more the port gets bigger and more efficient there is less need for these aides but sometimes we can overdo things and end up placing them back on!

Thanks Justin and will be reaching out to you after Thanksgiving for some more advice.

Brad, thanks for your support bud! Hope to see you at the track again soon.

When the heads are extensively raised, widened or both, there is a sure probability the ports will not line up! Then the complaints roll in to the manufacturer and problem starts! I use spacers and remove the bottom of the manifold and install a valley cover on the block as regular modification. The distributor needed to be modified and the water ports relocated and the thermostat housing blocked. It is a lot of work but the results are very good with a very impressive torque and horsepower increases! I will post a video of these engines that I did this mods to help others tackle their issues.

All is good as long as we stay healthy and away from this covid madness.

Agree but we must be aware excessive air speed tends to separate the heavier fuel molecules from the column of speeding air. However, I agree velocity has big merits over big ports alone.

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Tony, thank for your input and comments appreciate it much. I believe when Holdener was running under the Kaufmann banner doing those high speed Nevada runs he had my cylinder heads in his black mustang. I did most or many of Kaufmanns R&D special projects and test during that time. On the NA curve the same with boosted that is also my observations for many times I have tested those combinations. In fact, port length even on boosted applications still apply due to the fact when the valves are closed and there is boost, it becomes a pocketful or a reservoir of air/gasoline charges! I noticed those with very short runners also suffered from mid range losses across the powerband. However, top end does go up but at the expense somewhere down low on the powerband...

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R, thanks for your comments and I will do a video on SBF heads from stock to the latest offerings. On heads bought out there? I have my reservations on their flow numbers and i will not be specific with any manufacturer, due to the fact many of those numbers fall far short as advertised and tested many and many failed to reach their numbers! It is best to order and independently test and get the clarification that it is indeed delivered as claimed. There is such thing as mass production and it has its faults and what I found expensive heads tend to deliver as advertised and again many fall short.

I do not recall if I used the big port Felpro flange on your heads. If it was stamped 1262R then we went as high and as wide as possible. Perhaps next move is to install bigger intake valves in it and that should gain! Plating is extensive but works big time for flow and power.

@@benalamedaracing2765 oh ok. I don't recall the 1262R stamping. My overall goal is 9s here in the Desert. Sure, I can spin my blower harder, but am thinking of other means as well. I average 10.5@126 with a 1.5 60ft. That's still with your ported cobra intake as well :)

@@Novi347 Your heads max out the capability of the cobra. Dude nothing is more fun than a ripping high rpm monster. A victor jr or vic 5.0 intake will give you another 3000 rpm or so.

Yes sir!

I was going to ask Ford Motorsports for an engine from my inside contacts with the SVO group there. However, I retired and moved to Vegas from Cali so there goes that idea! Wife might not be too happy if I involve myself into further projects. Lol Anyway, the 7.3 is an impressive engine when I observe its port angles for the intake and exhaust! MY only concern is the overly long valve stems attached to the valvetrain. I figured wow that has to be quite concerning because at high rpms, long valve springs will have a tendency to vibrate due to oscillations within the spring windings. Perhaps somebody will have dealt with that issue already. I even considered getting one from FM and running it in my racecar! That should be fun. :)

We have to be very careful of big chambers on boosted or nitrous engines because you are giving space to the accelerating fuel/air burn to go from fast burn to an explosion! The way you are describing the piston space I feel is like a diesel and a diesel piston is designed with a big cavity on its top because they are direct injection and they point it smartly to the piston dome like configuration on the center of the piston. The ones that direct inject to the sides is bad to cylinder wear because your are blasting the cylinder oil out of the way replacing that with a fuel wash and no lubrication whatsoever. Then the premature wear starts almost instantenously with this type of engines.

Thank you Michael! I am doing the video about too much exhaust valves and ports presently. Did many tests as well as dyno and track results tells us most if not all engines have too much exhaust flow and valves to the point it hurts all of us. Wait for these perhaps in a few days I will posts it.

Chuck, we can spin the valvetrain bolted up on a flowbench but the difficulties lay in the fact, the strong signal of the overlap phase would be hard to mimick! It is at this point in time the overlap pulls 4-5X more than the piston going down the bore. Most intake column pulling happens at this point and shutting the valve close without this important dynamic would really leave a lot of questions unanswered..

@@benalamedaracing2765 yeah I don't think we will ever truly know what all truly is at play and the relationships involved. I think we will get close but never fully understand the why

Too much airspeed, swirl and tumble can centrifuge and separate fuel from the air column for sure!

It will probably work if you know the direction of the swirl pattern and also trying to determine the twist of the groove inside the ports is another matter...

Hello. I have thinking the same thing. Here in Finland we have the race competition called "jokamiesluokka" or "jokkis". We have old VW beetles or Fiat 133, Fiat 850 or Fiat 600 and engines in these are mostly old Fiat or Toyota 2TG 1600cc hemi style. So i have think about how to get some swirl for flow when arriving to the cylinder, if we dont reshape combustion chamber. Could it be this groove in the intake passage, shaping grooves to the intake valves inner face or try to reshape valveboal asymmetric? Max. power rpm is like 7000-7500. Thank you for your excellent channel Mr. Alameda.

Ps. I mean the intake passage side of valve, when talking shaping grooves to the valve...

If you raise the roof trying to get intake port volume it is ok to leave the floor alone. I only raise the floor when I move the port roof big time like shown .300-.400+. Otherwise it is normal for me to widen and raise within the confines of the intake gasket like the Felrpro R race intake gaskets.

Hector, it is a good engine and with a spread port arrangement on the intake and exhaust lends itself to make good power!

Hello Mr. Alameda, there are some bozo's out there claiming their home ported products are better tban the CNC's designs just because they flow more cfm at peak lift but they ignore all the other factors mentioned here. They don't know and don't want to know. Thank you Mr. Alameda for sharing your knowledge.

Sounds like a hard charging 4.6! Did you do any headwork on it and cams?

@@benalamedaracing2765 TODD WARREN IS GOING TO CUSTOM GRIND THE CAMS FOR IT AS THE LAST THING. HE WANTS TO KNOW EVERYTHING ABOUT EVERYTHING FIRST. BUT IT ISN'T BAD BAD! BUT IT IS FAST FAST EVEN WITH A STOCK TUNE! 373 POSI, AND SOME HARD BITING TIRES. IV'E NEVER SEEN A 4.6 RUN LIKE THIS ONE, AND WE HAV'NT EVEN PUT THE JUICE TO IT YET. THE 5.O WITH THE SUPERCHARGER WAS NO SLOUCH, AS YOU KNOW HOW THEY WILL RUN WITH JUST A SPERCHARGER!! BUT.....HE COULD'NT PUT IT TO THE GROUND! AND I KNEW THAT! HE ASK FOR IT AT A LIGHT, WHICH WAS HIS MISTAKE! AND I'M REAL SHURE HE COULD'NT HEAR HIS CAR LOL LOL WITH THAT BOILER EXUGHST IN HIS EAR THE WHOLE WAY 😁 BUT THE SUPERCARGER WAS WORKING ON ME PAST THE EIGHTH AND WE HAD TO GET OUT OFEM AS ALWAYS ANYMORE, WE MET A COP IN THE ONCOMING TWO LANES AND HE WAS SHAKING HIS FINGER HARD AT US AS WE TRIED TO ACT LIKE ANGELS OF COARSE. SO WE ROLLED DOWN THE WINDOWS AT NEXT LIGHT, AS MY SONS MUSTANG HAS NO BAGES ON IT AND GUY ASK ME WHAT MOTOR I WAS RUNNING LOL, SHOULDA'VE SEEN HIS EYES WHEN I TOLD HIM IT WAS A STOCK 4.6 LOL LOL CALLED B.S. AND ROLLED UP HIS WINDOW AND LEFT LOL LOL! WHICH 30 OVER AND 10:1:1 IN IT MAKES IT A HIGH REVING 5.O OF YA ASK ME. BUT THE HEADS, I DON'T KNOW WHAT FORD LTD DID TO THOSE BEN. BUT, I WOULD SAY THAY DID SOMETHING THERE TOO, BECAUSE THEY SHURE DID TOUCH UPON EVERYTHING ELSE. IT WAS SENT BACK TO FORD FOR POOR PRFOMANCE IS THE STORY. BUT I SHURE DO WISH, I'D SEEN YOUR STREET VIDIO BEFORE WE PUT THIS MOTER IN I KNOW THAT!!! THE WAY IT RUNS ALREADY, WE ARE JUST HAVE A STAINLESS INTAKE MADE FOR IT, D-1 PROCHARER, TOD WARREN CUSTOM CAMS MADE, THEN DINO'D, AND MAKE SOME MORE BELEIVERS ABOUT A 2 VALVE 4.6!!!! OF COARSE GET A 2-3 CAR SPOT OF COARSE, CAUSE IT'S A 2 VALVE OF COARSE 😁😃 AND THESE YOUNGENS WILL BITE EVERY TIME!! 😁 WHEN I SHOULD BE SPOTTING THEM!! 😄 RULES: STREET TIRES, RUN TWICE, FOR CRYING PURPOSES, AND 5000 PLUSE SIDE BETS. WE WILL LET YA KNOW HOW THEY LIKED IT!!!! AND WE WILL GO LOOKEN FOREM!😊

Using too big of a head gasket bore diameter creates too much "crevice losses" and a reduction in power will be the result. This small but sensitive area traps many dormant spent exhaust gases from combustion and the more you reduce this area a net positive effect will happen for power and torque.

@@benalamedaracing2765let me start by saying I REALLY appreciate your content and method of delivery. It's like I'm back in the classroom waiting for a lab after. On gasket bore size....I've been running into chambers that are a maximum bore diameter and sometimes larger as fast my the manufacturer. I'm speaking of the LS3 821 casting. I just measured 3 of 4 chambers to 4.072" wide on a 4.065" bore block. In this case the block is brand new, and so are the JE pistons. Will it be worse to have the void of the 4.100" gasket underneath the head than running a gasket say 4.070" that's closer to the cylinder wall, but protrudes into the combustion chamber area? I hope that makes sense. I've been scratching my head over this for a couple of days now and I need to continue the build. Thanks in advance!

Hit Man, I think you missed the message of the video. When we are talking about "stock height" as per factory and you raised it .400-.450+ you effectively transitioned the port to a high port! 35cfm difference is substantial as I pointed out. And you still use the same heads and valvetrain without changing to another altogether different configuration. We are not even talking about the cost of the changeover big time.

Always strive to make sure the cylinder head ports is "larger" than the manifold ports! If the manifold is larger by far there will be a hook on the port creating a mismatched and flow reduction much worse if it is a much bigger mismatched!

@@benalamedaracing2765 would you decrease intake port size if the single plane intake is really a higher rpm part than what the engine cid/rpm is useful for? Or would you open the intake port?

@@95GTSpeedDemon replace with a dual plane. Assuming it sees street use you'll gain bottom end and carry a lot under the curve. If the EFI needs to see a common plenum, a spacer between the throttle body, or lower the divider of the dual plane to allow a shared plenum. Just my opinion.