What angles are most of you guys running. What are your heads flowing? Just curious to see what Im up against.

 

bump.....woulda also like to know.

 

The majority of the street heads I port get the basic 3 angle valve job..60,45 and 10..the race engine gets a different valve job that isnt set in stone yet.Im sure no one will give out there valve job secrets.
The flow depends on which head you are working and at what lift,as nearly every head flows differently.For example,the average b16 street head I port usually flows in the 270-280 cfm range@.500 lift and close to 220cfm at .300".

 

Sorry buddy no head porter's going to give that away,I thought Casey or Jud would have told you that some things are a secret by now.Put up some pics of your work and I'll tell you if your on the right track.Tell em both hi for me though.Ed Turnier

 

Yes they have already warned me....Casey gave us some angles they we are not supposed to tell. At first I thought that these were prob the best angles out there, Im just curious if there are better ones.

 

I am curious to know for my own personal knowledge! Someone can PM or email me if they like!

Like I said this is for my own personal knowledge.

 

It comes down to more then just what angles are being used,the width's of the angles,the throat size,and the seat height's also play major roles.Besides on one valve job is universal,it takes a long time to find a valve job that fits a certain application well,that's why it's a secret.If there was 1 valve job that out did all the others all the time then everyone would know it by now.

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by Ed’s Racing Heads &raquo;</TD></TR><TR><TD CLASS="quote">It comes down to more then just what angles are being used,the width's of the angles,the throat size,and the seat height's also play major roles.Besides on one valve job is universal,it takes a long time to find a valve job that fits a certain application well,that's why it's a secret.If there was 1 valve job that out did all the others all the time then everyone would know it by now.</TD></TR></TABLE>


Good point

 

just a point to note in the allmotor build up for import tuner. most if not all had 3 angle valve jobs not 5 which made me think for a bit.

can someone say why or wut the reason for choosing a 3 angle instead of a 5. i also read an article saying how flow numbers dont matter much because realistically during a running engine theres other **** going on like reversion and sheyat.. but i dont know enough to say anything.

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by zad5 &raquo;</TD></TR><TR><TD CLASS="quote">just a point to note in the allmotor build up for import tuner. most if not all had 3 angle valve jobs not 5 which made me think for a bit.

can someone say why or wut the reason for choosing a 3 angle instead of a 5. i also read an article saying how flow numbers dont matter much because realistically during a running engine theres other **** going on like reversion and sheyat.. but i dont know enough to say anything. </TD></TR></TABLE>


I have heard this too, that the vlave job is more important than the port job. And I wanna know why 3 angle vs 5 angle.

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by zad5 &raquo;</TD></TR><TR><TD CLASS="quote">just a point to note in the allmotor build up for import tuner. most if not all had 3 angle valve jobs not 5 which made me think for a bit.

can someone say why or wut the reason for choosing a 3 angle instead of a 5. i also read an article saying how flow numbers dont matter much because realistically during a running engine theres other **** going on like reversion and sheyat.. but i dont know enough to say anything. </TD></TR></TABLE>As for the 3 vs 5 angle valve job,it depends on so many factors,like-valve size,seat angle,application,bowl shape,core shift,etc..Some porters prefer to use radius-ed int seats,I like angles myself it seems to work well for my ports,but Brad Z and Endyn like radius's and have had very good success w/them,so it's debatable.
Yeah flow #'s are misunderstood by many people who don't understand what a flow bench is used for.It's not their fault,the advertising of flow #'s for marketing purposes kinda clouds their real use.Flow #'s are a way for a porter to compare his work to another head he's done,since no 2 flow bench's will give the same result,just putting #'s out there really doesn't tell the whole story.Also flow benches only give a static result,it has no concrete correlation to what an engine sees when it's running,it's a reference tool more or less.I know of several porters in Pro Stock and other top classes who don't use their bench that much anymore they go off port cross section,shape,and volume to determine what they want to do w/the port.Don't take this as me saying that they aren't neeed for head development,because they are a very useful tool,you just need to put all the info into context before deciding that's all.
For example take a big block chevy head for Pro Stock type applications(sorry I'm not gonna use a Honda head here for this,lol).These type of heads have massive valves-2.450 or so intake valves and 1.750 exhaust valves,and flow around 500+cfm int and 400+cfm exh,and usually go on 500+ci engines turning 8500-9500 rpm or more depending on the stroke .Now these heads allow for huge power #'s well over 1200 hp N/A,does that mean that they would be a good choice for a bracket car or even a heads up class car that wasn't running the same specs,probably not,that's why there are so many different bbc heads on the market and they all sell.One head will not fit all applications.


Modified by Ed's Racing Heads at 6:05 PM 12/11/2004

 

sorry i dont know too much but wut does a core shift mean