![]() ![]() Unfortunately, throat size is something people often do incorrectly, and how big or small it should be depends on the seat angle of your valve job. ![]() However, not everyone ends up being conservative, and the last thing you want to do is blast through into a water passage and have to get the head repaired or toss it in the garbage. If you start conservatively with the amount of material you remove, you will avoid a number of potential issues. Always start on the small side and go bigger if you need to. No matter what sort of port work you’re performing, the number one thing to keep in mind is that hand porting is about patience. You’re trying to get the port and the flange to match up.” What happens when you put an intake manifold on it and the runner isn’t matched to the port of the cylinder head? You kill it! If you’re going to go into your cylinder heads, one of the most important things is to top it with the proper intake manifold and match that port. Imagine that you’ve got this head and it’s flowing 450-480 cfm on a flow bench. “The intake runner in the manifold is just the extension of the runner of the cylinder head. “Every intake on an engine I build is custom tailored to whatever cylinder head it’s sitting on,” Trischitta says. If taken too far, volume increases can even lead to airflow reversion or backup, where air literally backs out of the combustion chamber towards the intake manifold. Larger volume ports may seem like a good idea, but more volume can often mean losing torque due to lower air/fuel velocity, especially at lower engine speeds. When chasing that last bit of efficiency, factors including the shape, cross section, surface finish and overall volume of the ports come into play. I’m going to put all that effort into it, starting from the flange, the combustion chamber, all the way up to the valve seat, all the way up the port, and then make sure that intake is matching.” Me, I’m not that high of volume, I’m lower volume, so every piece that I do, I’m going to go through it from top to bottom as best as I can get it. “Guys who are cranking out engine after engine after engine, they’re not going to sit there and do that kind of hand porting work. “A lot of these cylinder head companies produce a really great component that will flow good air as is, but they also appreciate a nice finish job that goes that extra mile,” he says. The abrasive and the head speed also factor into how material gets removed. Your bowl area, the valve job, the throat diameter, and combustion chamber are all crucial parts.ĭifferent carbide burrs and cartridge rolls are used to achieve various finishes within a cylinder head port. The most critical areas of a cylinder head are those which pass the most air at the highest speed and for the longest duration. It’s not just the port work alone that creates spectacular cylinder head performance. Then, I tailor the port through my vision of the path that air and fuel mixture is going to take.” “The way I go about it is I look inside that hole and I think about if I were the air and the fuel mixture running through this port, what am I not going to like as I’m going through it. ![]() “I thank cylinder head companies like Frankenstein and Advanced Induction for getting me close and then I’m taking it to the next level,” Trischitta says. Skilled engine builders and cylinder head specialists can further improve CNC’d ports to really create something special for the end customer. However, a CNC-ported head doesn’t have to be, and in many cases, shouldn’t be, the end of the road. The benefits of the CNC approach are accuracy, repeatability and speed. ![]()
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