B3422w5
Well-Known Member
Your right, I should have said, in a currently available standard replacement head.
AFR Blue Hornet Mopar cylinder head, Charles Servedio
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PRH
Well-Known Member
Looks like Charles is really starting to “enjoy” the AFR heads.
Either these are going to end up being the most expensive AFR Mopar heads that exist……… or he’s working on them for $5/hr.
Some words of wisdom in the first 45 seconds…..
Either these are going to end up being the most expensive AFR Mopar heads that exist……… or he’s working on them for $5/hr.
Some words of wisdom in the first 45 seconds…..
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lol. I’m doubtful he’s making 5 bucks an hour by the time you add in the time to shoot the video, edit the video, upload the video, read and respond to the comments of the video.
Unless he’s charging by the hour for all of that. If he can do that he’s a much better businessman than I am.
I think this is his hobby business, I have heard him say he just got home from work a few times, I'm sure he's probably gonna eat some of the expense as a learning experience. Most of the Mopar stuff I've seen him do there didn't seem like there was a customer for most of it just learning how to port Mopar.
PRH
Well-Known Member
He does have one, so I would say yes.
PRH
Well-Known Member
After I learned that porting that style of head in an attempt at “significant” gains was less than rewarding, I adopted a method where I addressed the key areas to some degree, but didn’t go nuts on any one area.
I’d do some to the pinch, some to the bolt bulge, some to the bowl at the roof, etc.
But one thing I tackled more than he’s done so far on those heads is…….laying back the SSR.
My thoughts were…….the SSR is where the problem is occurring……so that’s where I’m going to grind.
With that approach, I’d get them into the 270 range…..with, from the sounds of it…….me not taking as long to get there as what’s he’s experienced so far.
In all fairness, I was working with actual Ede heads, not the imported copies.
Not having both of them in my shop at the same time, next to each other on the bench, I can’t say if there are some subtle nuanced differences that make it easier to get there with the Ede’s …….or not.
I’d do some to the pinch, some to the bolt bulge, some to the bowl at the roof, etc.
But one thing I tackled more than he’s done so far on those heads is…….laying back the SSR.
My thoughts were…….the SSR is where the problem is occurring……so that’s where I’m going to grind.
With that approach, I’d get them into the 270 range…..with, from the sounds of it…….me not taking as long to get there as what’s he’s experienced so far.
In all fairness, I was working with actual Ede heads, not the imported copies.
Not having both of them in my shop at the same time, next to each other on the bench, I can’t say if there are some subtle nuanced differences that make it easier to get there with the Ede’s …….or not.
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NC Engine Builder
Grumpy Old Man
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That is what I'd loosely consider the 10/90 approach. 10% of work to get 90% of what's available.
PRH
Well-Known Member
Which falls right in line with my preferences for porting in general…….which is;
The most gain, for the least work
The most gain, for the least work
Earlie A
Well-Known Member
I've had the AFR's on my bench, but I haven't ported on them. It is a different casting than the ProMaxx and the SM. If he is right and the casting is getting thin at 270 cfm / 185ish cc, then the AFR would not be my go-to for a big inch small block.
My suspicion is that there's very little difference in the castings and the AFR could be ported out like the other two. OOTB it seems to be slighty better.
There's only like 6 comments on his video, bet if you asked him some questions about it he'd answer.
Brian Hafliger
Well-Known Member
I can tell you the SM casting can take a lot of porting! When Bryce was doing his airwolf heads, SM added more material to the casting (so he told me). His program was a little thin under the spring seat area, but overall those heads held up pretty well in running engines.
I'm getting ready to do a set for a customer, so I guess we'll see.
I'm getting ready to do a set for a customer, so I guess we'll see.
B3422w5
Well-Known Member
Those heads Bryce did were on a buddy’s car. Same guy I mentioned in another thread. Local friend.
He took those heads off, swapped on trick flows, and the car( Duster) ET’ed almost identically.
Stroker, Hughes 264/268 solid Hustler headers, etc. been racing for a long time. They ran a W8 deal for a number of years.
At this point, they had kinda thrown in the towel on going faster with what they had.
I talked them into one more effort, they are glad they did.
PRH
Well-Known Member
Apparently, the info pertaining to the Victor 340 manifold is not being presented in the order in which it happened.
There is already a video of the finished results, but in this video it’s being tested on the AFR heads after they rec’d the 4th cut, but the intake is reportedly still stock.
There is already a video of the finished results, but in this video it’s being tested on the AFR heads after they rec’d the 4th cut, but the intake is reportedly still stock.
PRH
Well-Known Member
For sure it would have been easier to follow the progression of the process if it were presented in order.
My preference would have been to see the heads and manifold presented as separate series…..each in order.
My preference would have been to see the heads and manifold presented as separate series…..each in order.
The guy is indefatigable for sure. I enjoy his videos because he’s not pretentious. He seems like a good dude.
Earlie A
Well-Known Member
I had to look that up.
PRH
Well-Known Member
It doesn’t seem as though he’s correlated the connection between the swirl activity and the point in the curve where the SSR starts to give up.
I think EA has some insight on that.
I think EA has some insight on that.
Earlie A
Well-Known Member
I do like the swirl meter for keeping an eye on the short side. Low swirl at low and mid lift means the short side is working well.
Does no one else find it strange the he’s flowing more at high lift (one lift point at least) with the carb and manifold than without?
Does no one else find it strange the he’s flowing more at high lift (one lift point at least) with the carb and manifold than without?
PRH
Well-Known Member
The manifold being attached is effectively plugging off an area of the port, which is allowing the air to stay attached at the SSR to a slightly higher lift, which is how the gain is realized.
Years ago, I was porting some Indy 360-1’s that nosed over at high lifts.
If I just stuck my finger across the bottom of the radius inlet entry it would calm the port/SSR right down.
I had the customer send the intake to me, and as I remember it, the flow at higher lifts(after the point where the SSR was giving up) was higher with the manifold on vs off.
My .02 about the 5th cut is…….. for the application the heads will be used on, it was a step backwards.
Years ago, I was porting some Indy 360-1’s that nosed over at high lifts.
If I just stuck my finger across the bottom of the radius inlet entry it would calm the port/SSR right down.
I had the customer send the intake to me, and as I remember it, the flow at higher lifts(after the point where the SSR was giving up) was higher with the manifold on vs off.
My .02 about the 5th cut is…….. for the application the heads will be used on, it was a step backwards.
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