Then you have to spend time behind the grinder and flow bench . It’s not sexy, glamorous work. It’s pays jack ****, unless you can find a niche, exploit it and do it with production. The likelihood of making any decent money just doing Chrysler stuff isn’t good. While the pay isn't exactly on par with the hours invested once you are familiar with a certain architecture you can make proper money. I'm somewhere around $50/hr when all is said and done. That's not bad where I come from.
Everybody and their mother told me not to bother learning how to port. They said it was easier to just pay a “pro” to do it. Most “pro’s” aren’t really. They are no different than you or I. Yes they are human if that's what you mean but I'm a pro when I am getting paid to port. I take issue with your statement here YR.
Then when I bought my flow bench I realized how many straight bullshitters there are. They all talk “shape, shape, shape” but they live and die by flow numbers. You can make a head make more HP and make the car quicker and lose flow on a bench. Especially on the exhaust side. Shape is everything, and size is close second. Just because you own a flowbench doesn't necessarily make you an induction expert. The top guys hate talking about flow rates and they really have to be pressed to get them to utter a flow number actually. If you're talking to a "pro" and all they are focused on is a CFM number then maybe get a second or third opinion. I'm going to answer the rest of this thought in a different response or whole new thread.
Sometimes you have to make a compromise. Learning where the compromise goes is a big deal. You learn that by testing. True and its the same thing when building a High Performance street engine. The compromises are pumpgas, driveability, power brakes, reliability, expense etc............
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