Thread: DE head package - on a budget - infotainement

^Ironically, that somehow reminds me of this girl I knew.

Sorry didn't intend to make my statement sound like where's the info, hurry up. I totally understand food on the table or free info for onliners hmmm! 8>) So ya when you have the time that would be great. I currently have a rwd lowport I'd like to massage some and appreciate your sharing.

no worries....

I'm still here... or at least I plan to be back.... the porting work on the 5MG head is finished, I've not yet recalibrated the flowbench (boooooo) for the SR20 head, but I am managing to eat...

recent paying job is a Toyota 4AG head... for a client in California....

A short annotated photo showing the areas of work, and the similar area before work - no "hogging" here



the translucent redline shows us the port floor

1) The short radius - a gentle curve to the valves edge to promote cylinder filling
2 & 3 ) shaping the bowl to the seat, further promote cylinder filling
4) "Opening" the passage between the splitter and the guide, allowing the airflow easier passage past the guide - once again to aid in cylinder filling.

Nothing drastic, just taking a mass produced part and making it better...


I promise I will be back with numbers on the SR20DE head, and further development......

Great detail on port work thanks and yah you gota eat.

I'm baaaaack.... Martin....




The bench is 1/2 re-calibrated.... enough to do intake ports... which... hoping that things hold... will be later THIS week..

Part of the plan is to make light seat pressure springs(>5#s) to keep the tool from flexing, and just not to over tax the tool by using regular valve springs... I ran out to the hardware store... and pick up 4 cheap compression type springs that have almost the same OD as the valve spring...... but require much lighter force to operate



but they are a bit too long... so a cut in about the right place and we are good to go





so I can assemble the head with the test springs.....





More to come..... I promise......

Thanks for keep us informed, I mean a lot

Here is how the dial indicator follows the valve








Head is set on the flowbench, #2 is being tested, this is our control` - untouched





The numbers for #2 intake (the control) are
inches - CFM
.050" - 44.5
.100" - 88.1
.150" - 122.7
.200" - 154.5
.250" - 178.2
.300" - 189.7
.350" - 198.7
.400" - 203.8
.450" - 207.7

The numbers for #1 intake (porting within the lines) are
.050" - 44.2
.100" - 88.7
.150" - 125.6
.200" - 158.9
.250" - 181.6
.300" - 197.2
.350" - 206.2
.400" - 212.5
.450" - 217.5

Finally the numbers for #3 intake (porting outside the lines) are
.050" - 44.1
.100" - 87.8
.150" - 124.5
.200" - 158.9
.250" - 183.3
.300" - 202.1
.350" - 214.7
.400" - 223.3
.450" - 228.3

I'll hopefully have the exhaust side calibrated by this coming weekend.



more to come.....

you betcha....... black marker shows how much...




As you can see... the port width grows some, but most of the removal happens in the roof



The control port is on the right, the "VE"-ized DE exhaust port on the left... just look at how much less those exhaust gasses have to bend....


Our 3 test subjects are ready...



now to get the bench calibrated for exhaust flow



more to come.....



edit.... put one more together....

Exhaust numbers....

#2 control

.050 - 33.1
.100 - 74.1
.150 - 110.0
.200 - 137.9
.250 - 151.7
.300 - 157.9
.350 - 161.6
.400 - 163.8
.450 - 165.9

#1 inside the lines - this is the exhaust port that stays within the original DE gasket shape

.050 - 33.2
.100 - 73.4
.150 - 111.5
.200 - 139.2
.250 - 157.3
.300 - 166.5
.350 - 173.0
.400 - 176.8
.450 - 181.7
.500 - 184.0

#3 outside the lines - This is the port shaped to fit the VE gasket

.050 - 36.7 (checked twice for I thought this an anomaly)
.100 - 76.6
.150 - 113.2
.200 - 140.9
.250 - 161.2
.300 - 173.1
.350 - 182.9
.400 - 190.0
.450 - 195.5
.500 - 200.2
.550 - 204.0


On #2 - the control, it is quite obvious that the flow really was hampered once the cam hit .300 lift, there are additional flow rises with lift rises, but greatly hampered and basically hits a wall with the next 3 lifts points delivering less than 10 cfm change for all three of those points combined.

On #1 - inside the lines, it is ported with extensive work while retaining the original outlet size and shape. At .300 lift there is nearly 8cfm more flow then the stock head @ the same lift, and where the stock head dies fast, the inside the lines port is still showing modest gains as it approaches .500 lift

On #3 - outside the lines, or ported to the VE gasket, there is simply MASSIVE improvement, in fact so much so that I have to do research to see if I may have found too much. The improvements are electifying. A gain of 18% while retaining the original valve size!


Paging MartinS... Paging MartinS....



waiting on you now...........