Competition Port and polishing

[TJSHOTROD]

Of those of you making more than 500hp who has a ported and polished head and was it worth the money. I'am having my head o-ringed and can not decide to p/p the head or use the extra $1500 towards twins. What do you guys think.

 

[jabird]

Would it be that hard to do it yourself ? Piers has a pic. on their sit on what material to remove. Seems kinda straight forward?

 

[Jetpilot]

In my opinion twins is where your money should go. P&P is nice but it really on helps with egt reduction and twins will control egt's better plus improve performance.



Doug

 

[Jim Fulmer]

I agree with Jet here, I'd do the Twins unless I either had time to P&P myself or more money. A good head porter is not cheap and there is a whole lot time and money needs to be spent on our Cyl heads as they are less that adequate for high HP.



Jim

 

[Joseph Donnelly]

I do my own work and found it worthwhile. Twins may be good, but with a ported head, Sickly got 800 on #2 with one turbo. The guys with twins haven't been able to do that without drugs.

 

[MADDOG2]

I do my own work and found it worthwhile. Twins may be good, but with a ported head, Sickly got 800 on #2 with one turbo. The guys with twins haven't been able to do that without drugs.

Joe, You need to give the 800 on #2 a rest cause I left 800hp behind a long time ago, and I am certainly not the only one. :-laf

 

[COMP461]

air Flow Air Flow Air Flow



Which Includes Cam And Port Designee

 

[Joseph Donnelly]

Yeah, but Maddog, the last I heard you are using a Piers engine with ported head and drugs and twins and lots of $$$$$$$$ I'm just a po'boy doing things in a little garage

Screw those gas valves closed, shove a screwdriver through that second turbo, and try again

See y'all at May Madness. Bring all that hp and show us obsolete old guys who are resting our bad knees Oo.

 

[Sled Puller]

$1500 for port and polish at 500 HP, is a waste of money. How far above are going? What are you going to do with it?



Clean it up a bit, call it good. The turbos will slam the air in, and you want all the strength you can get. These heads can, and do crack. You can't hoge them out like a SBC, and expect to hold 100 psi.

Honestly, I would check with Scheids, Haisleys or EEP, find out how serious they get, on the head. After all, noone has caught any of them yet, in the power department.



Not all of us have access to a dyno, that is set to make big numbers and sell parts with the results!!LOL



A decent set of twins on a 500 HP engine, and you will clean up COMPS tupperware on the street, as well as Old Sickly, towing a trailer. Oo.

 

[patcarman]

remember folks... you go hogginout your head and you may find out that you have lost torque. . mmmmmm what happend. . its for a trained eye and someone who knows what they are doing. . its the shape not the size of the hole...

 

[Digger]

I am certainly new to this diesel thing but have been following the threads on here for sometime. Mr. Donnelly I hear a lot about old sickly this old sickly that and it does get old. The same with many others on here. But I do have to agree with what Richard has said. There are some people who should just have there lower rib removed and keep the self-promoting to themselves. Is there not a humble person left in this world?

QUOTE]I'm just a po'boy doing things in a little garage[/QUOTE]

I don't know if I would call the Diesel Dynamics garage small.

 

[COMP461]

The only way to make more power is get more air and fuel in. Port work in a diesel is critical to the motors ability to put more air in the chamber. Boost is only a measurement of restriction and not the amount of air capacity you are putting in. When F1 cars ran turbo’s they were restricted to 1. 5 bar, or about 21 lbs of boost the made 1100 to 1200 hp on 90 cid.



The goal here is pounds of air in, not pounds of boost. Under high boost all you do is heat the restricted air and make it less dense, thereby reducing the true amount of air you are actually putting in past the valve. I have seen the more port work and the more cam timing you put in these motors, the less restriction you have in the intake track, resulting in less back pressure, and cooler air. Big boost numbers are something I would not brag about. If I was building a street motor, I would while the head was off getting o-ringed, have a pro port and work the chambers and do a competition valve job. The 24 valve head picks up 15 to 20 numbers with just a bowl blend and competent multi angle blended valve job.



I have some of the best turbo’s Ken builds, the same place Mad dogs gets his. I make good power, and the boost levels are no where near what they claim. The more I work the heads and progress on cam design conferring with John Russin and Brian Block the faster it goes , funny thing the boost keeps going down ,and the truck keeps going faster with cooler air. There are several people in the country capable of porting heads correctly. As to loosing low end, that is absolutely wrong, that’s only in gas engines, as there is no fuel in the intake track or chance of reversion in a boosted motor. The heads are plenty thick in the areas to hold any thing most 500 to 800 hp motors are using for boost. One of the fastest single trucks out there is John Russin’s street truck. He is a stanch advocate of head work, but get you wallet out he is not for the faint at heart.



If I was laying out a good fun street truck, and everyday driver, it would be with an emphasis on head and cam work with a good single charger, like the B104 or B1 , the head work will do the same as a big charger , IE cool the intake charge and cool EGT’s

 

[Gary - K7GLD]

You really CAN'T equate gasser technology and methods to DIESEL engines like ours - we're dealing with FAR less rpm, valve lift and duration, relatively speaking! Sure, porting heads and working on intakes and exhausts on a race gasser turning 6-7+ grand IS productive - but FAR less so on a diesel that normally sees around 3 grand or less...

 

[Forrest Nearing]

getting air and fuel in is crucial... but when port work costs you $1500, you'd be better off spending $1500 more and getting twins and making 550rwhp w/ no EGT or drivability issues instead of port work and a $1500 single turbo...



Forrest

 

[COMP461]

You really CAN'T equate gasser technology and methods to DIESEL engines like ours - we're dealing with FAR less rpm, valve lift and duration, relatively speaking!

A diesel engine is nothing more then an internal combustion 4 stroke reciprocating motor. IE an air pump. It doesn’t care what kind of ignition source it has, as long as people keep thinking that, they will stay in the dark about true engine performance. The great strides we have been making have been in air flow , cam and Valve train.

Sure, porting heads and working on intakes and exhausts on a race gasser turning 6-7+ grand IS productive - but FAR less so on a diesel that normally sees around 3 grand or less...

First what racing gas motor only turns 6 or 7 grand, the world starts at 9000. A diesel likes the same things any gas racing engine likes cams, head work, valve springs and reduced rotation weight. A good diesel race motor will easily turn upwards of 6500 rpm’s and makes sweet power between 4000 and 5000 , the day people quits being scared about RPM’s and buzz the motor up is when we stop working on head gaskets and such ,

 

[Forrest Nearing]

yes, but most guys don't have the budget or connections that you do... and investing in a set of twins will take them farther than head work and a big single.



Forrest

 

[Sled Puller]

I feel diffferently, the day we start really using our unreal tq to our advantage, and quit trying to make them into a small block V-8, is the day we will set ourselves free!!



Maybe you should work on a V-8 Diesel Comp, that seems to be all you think you know.

 

[Sled Puller]

Yea, if someone thinks a P&P job will replace an additional turbo, well, pass me that pipe too.

 

[Forrest Nearing]

I think there's a happy median between HP and torque...



our trannies, driveshafts, rear ends, and frames will only hold so much toruqe...



horsepower wins races, torque pulls trailers... focus on making as much horsepower as you can while remaining "streetable" by your definition, and you'll be happy... these engines will post unreal torque numbers compared to anything else out there in a 3/4-1 ton truck.



gimme 700hp and 1100ftlbs ANY DAY over 500hp and 2500ftlbs... torque breaks parts, horsepower wins races.



YMMV,



Forrest

 

[Forrest Nearing]

Yea, if someone thinks a P&P job will replace an additional turbo, well, pass me that pipe too.

now there, I'll agree w/ ya 100%!!