Showing the processes and analysis of porting cylinder heads and engine modifications Head porting is about fighting physics.
Taking a moving mass and getting it to turn a corner. All engines share the same basic components but no engine is the same. From side valve to overhead valve to overhead cam. 2,3,4 and 5 valves per cylinder. Then there is the Rotary...
All Internal Combustion Engines require oxygen from the atmosphere to work. The more oxygen an engine can process, then the engine should produce more horsepower.
Tools of the trade are a die grinder and a flow bench. The Bench being a device to measure the amount of air a head can flow at a given lift. My bench is a floating pressure bench which means the test pressure falls as the air volume increases. It takes time to get maximum results from any head. Both in finding what needs to be done to improve flow and replicating the shape found to the other ports. The charge rates I give are to help improve my equipment base (like valve seat cutters and buying aluminum welding gear) so I can improve my services by altering combustion chambers, filling ports, modifying existing and creating custom intake manifolds. Of course most horsepower is in the head. However, there is no point spending money developing a head capable to support F1 or NASCAR RPM if the stock bottom end exists. This is where physics can not be broken. You may dream of +10,000RPM yet the stresses experienced by a stock rotating assembly means severely reduced service life resulting in catastrophic failure. Modifications to the rotating assembly are needed if your dreams are for higher RPM. After the head porting and aluminum welding equipment is purchased, my next mission is to build an Ultimate Toyota 4AGE which will be updated on this page as a testament to my modifications and parts selection process required for calling myself a Race Engine Builder.
