how much $$ to port a set of 243's
how much $$ to port a set of 243's 
11-05-2007, 02:20 AM
#4
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600 minimum for the valve throat tidy up ,without scewing the heads,couple of hunded more for chamber alterations or 1200 min for a decent job with mantatory flowbench on all 16 ports with verified results @ 0.050lift increments of the valve lift to .8 of an inch,and coincided swirl air flow report data for the intake ports analysing fuel control effects which interm assists one in carefully selecting the best cam profile for its specific range.then add another 300-400 to cc equalise the chambers,if one is serious about their engines.if you want more i'm afraid you bought the wrong heads!
conversely it is very easy to screw even factory standard heads
one cannot assume that everyone with the die grinder or cnc
machine for that matter will succesfully improve flow without hindering critical fuel control properties.
there are cylinder heads and there are cylinder heads
comments are not biased towards any agenda or promotion but rather
an honest evaluation of the mantatory procdures involved
within the chosen parameters of the application.
conversely one cannot assume always that the cheaper port jobs
are the way to go just as one cannot assume that the better deal
jobs will not work a treat too!
conversely if one wantsto maximise volumetric efficiency over the widest rpm band possible,let alone the possibilty of the cylbores
being washed away if too big valves for a particular cylinder bore
or excess unshouding towards the bore side of the intake valve chambers have been unduly unshrouded.
then go with the experience players that comprehend fuel control,
and study their flow sheets to determine the merits of their gains.
if in doubt get a pair of good flowing factory heads with the very basic valve throat blends and leave the rest alone
or one could consider a pair of cnc modded cylinder heads
which could very well provide the best bang for ye buck
if the compromises have been nullified for the better without
the gimmicks.
hard to pass an offer thats on paper the best value for ye buck given that the nowadays gm heads
are proven performers too.
thankfully there are sponsors out there atleast attempting to do the right thing for thier customers ,surely that factor by itself
makes it all the worth to consider the likes of the patriots too.
i know i am,besides it would be damm nice for a change if i dont
have to port my heads
conversely it is very easy to screw even factory standard heads
one cannot assume that everyone with the die grinder or cnc
machine for that matter will succesfully improve flow without hindering critical fuel control properties.
there are cylinder heads and there are cylinder heads
comments are not biased towards any agenda or promotion but rather
an honest evaluation of the mantatory procdures involved
within the chosen parameters of the application.
conversely one cannot assume always that the cheaper port jobs
are the way to go just as one cannot assume that the better deal
jobs will not work a treat too!
conversely if one wantsto maximise volumetric efficiency over the widest rpm band possible,let alone the possibilty of the cylbores
being washed away if too big valves for a particular cylinder bore
or excess unshouding towards the bore side of the intake valve chambers have been unduly unshrouded.
then go with the experience players that comprehend fuel control,
and study their flow sheets to determine the merits of their gains.
if in doubt get a pair of good flowing factory heads with the very basic valve throat blends and leave the rest alone
or one could consider a pair of cnc modded cylinder heads
which could very well provide the best bang for ye buck
if the compromises have been nullified for the better without
the gimmicks.
hard to pass an offer thats on paper the best value for ye buck given that the nowadays gm heads
are proven performers too.
thankfully there are sponsors out there atleast attempting to do the right thing for thier customers ,surely that factor by itself
makes it all the worth to consider the likes of the patriots too.
i know i am,besides it would be damm nice for a change if i dont
have to port my heads
Last edited by oz304; 11-05-2007 at 07:52 PM.
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11-06-2007, 08:40 AM
#9
11-06-2007, 09:35 AM
#10
Just let us know if you have anymore questions.
11-06-2007, 09:51 AM
#11
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600 minimum for the valve throat tidy up ,without scewing the heads,couple of hunded more for chamber alterations or 1200 min for a decent job with mantatory flowbench on all 16 ports with verified results @ 0.050lift increments of the valve lift to .8 of an inch,and coincided swirl air flow report data for the intake ports analysing fuel control effects which interm assists one in carefully selecting the best cam profile for its specific range.then add another 300-400 to cc equalise the chambers,if one is serious about their engines.if you want more i'm afraid you bought the wrong heads!
conversely it is very easy to screw even factory standard heads
one cannot assume that everyone with the die grinder or cnc
machine for that matter will succesfully improve flow without hindering critical fuel control properties.
there are cylinder heads and there are cylinder heads
comments are not biased towards any agenda or promotion but rather
an honest evaluation of the mantatory procdures involved
within the chosen parameters of the application.
conversely one cannot assume always that the cheaper port jobs
are the way to go just as one cannot assume that the better deal
jobs will not work a treat too!
conversely if one wantsto maximise volumetric efficiency over the widest rpm band possible,let alone the possibilty of the cylbores
being washed away if too big valves for a particular cylinder bore
or excess unshouding towards the bore side of the intake valve chambers have been unduly unshrouded.
then go with the experience players that comprehend fuel control,
and study their flow sheets to determine the merits of their gains.
if in doubt get a pair of good flowing factory heads with the very basic valve throat blends and leave the rest alone
or one could consider a pair of cnc modded cylinder heads
which could very well provide the best bang for ye buck
if the compromises have been nullified for the better without
the gimmicks.
hard to pass an offer thats on paper the best value for ye buck given that the nowadays gm heads
are proven performers too.
thankfully there are sponsors out there atleast attempting to do the right thing for thier customers ,surely that factor by itself
makes it all the worth to consider the likes of the patriots too.
i know i am,besides it would be damm nice for a change if i dont
have to port my heads
conversely it is very easy to screw even factory standard heads
one cannot assume that everyone with the die grinder or cnc
machine for that matter will succesfully improve flow without hindering critical fuel control properties.
there are cylinder heads and there are cylinder heads
comments are not biased towards any agenda or promotion but rather
an honest evaluation of the mantatory procdures involved
within the chosen parameters of the application.
conversely one cannot assume always that the cheaper port jobs
are the way to go just as one cannot assume that the better deal
jobs will not work a treat too!
conversely if one wantsto maximise volumetric efficiency over the widest rpm band possible,let alone the possibilty of the cylbores
being washed away if too big valves for a particular cylinder bore
or excess unshouding towards the bore side of the intake valve chambers have been unduly unshrouded.
then go with the experience players that comprehend fuel control,
and study their flow sheets to determine the merits of their gains.
if in doubt get a pair of good flowing factory heads with the very basic valve throat blends and leave the rest alone
or one could consider a pair of cnc modded cylinder heads
which could very well provide the best bang for ye buck
if the compromises have been nullified for the better without
the gimmicks.
hard to pass an offer thats on paper the best value for ye buck given that the nowadays gm heads
are proven performers too.
thankfully there are sponsors out there atleast attempting to do the right thing for thier customers ,surely that factor by itself
makes it all the worth to consider the likes of the patriots too.
i know i am,besides it would be damm nice for a change if i dont
have to port my heads
11-06-2007, 10:54 AM
#12
CARTEK Racing
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Not sure on the price to port them. But myc a put down 507.9rwhp with a set of CARTEK ported Stage 4X 243's and a 4X cam with a 6speed through 4.56 gears.
Car weighs 3300lbs and runs 10.4's @ 131+
CARTEK ported LS6 heads will be more money then some others offered on this thread, but then again, from what I have seen, they do perform at the track.
Car weighs 3300lbs and runs 10.4's @ 131+
CARTEK ported LS6 heads will be more money then some others offered on this thread, but then again, from what I have seen, they do perform at the track.
11-06-2007, 09:51 PM
#15
Not sure on the price to port them. But myc a put down 507.9rwhp with a set of CARTEK ported Stage 4X 243's and a 4X cam with a 6speed through 4.56 gears.
Car weighs 3300lbs and runs 10.4's @ 131+
CARTEK ported LS6 heads will be more money then some others offered on this thread, but then again, from what I have seen, they do perform at the track.
Car weighs 3300lbs and runs 10.4's @ 131+
CARTEK ported LS6 heads will be more money then some others offered on this thread, but then again, from what I have seen, they do perform at the track.
11-07-2007, 08:29 AM
#18
Make no mistake, at this level, they are not a budget friendly choice. Some of them are much more expensive than any of the aftermarket castings. (Except for the ET CV heads) Results do not lie though....
