interesting port job... 
interesting port job...
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im trying to get more info.
one comment was that it was a 2JZ head, another was that it was off a cosworth.
trying to find out more info, ie what were looking at, who did the work, before after numbers, etc.
one comment was that it was a 2JZ head, another was that it was off a cosworth.
trying to find out more info, ie what were looking at, who did the work, before after numbers, etc.
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Verdad Gallardo Here is another thread that covers it. I was correct in that the thread posted below are Brett Land's heads from Land Speed Development.
https://ls1tech.com/forums/generatio...-trex-cam.html
https://ls1tech.com/forums/generatio...-trex-cam.html
Here is another thread that covers it. I was correct in that the thread posted below are Brett Land's heads from Land Speed Development.
https://ls1tech.com/forums/generatio...-trex-cam.html
https://ls1tech.com/forums/generatio...-trex-cam.html
You don't see many guys at all running his ported heads, but he's been in business for a long time and still turns out products left and right, so he has to be doing something right.
Roughness will promote turbulence, help evaporate fuel, prevent fuel from sticking to ports, perhaps it doesn't need to be THAT rough but this is a well known concept. We do NOT want super smooth polished ports in most applications, specifically daily drivers/economy that require smooth idle and good drivability, and good response.
I think it is fantastic. I have no experience with it, but my internal sense of whats good is screaming hell yes.
I think it is fantastic. I have no experience with it, but my internal sense of whats good is screaming hell yes.
How are you going to test changes in fuel vaporization and drivability? it will be subjective to the driver "oh yeah I notice a big difference" there won't be any quantifiable data without specific kinds of sensors placed inside the engine to record the data we are curious about. Who is measuring the partially vaporized portion of their injected fuel these days? Fuel will sit on the intake valve in a slight puddle, by design the injection event is preferably metered to a closed intake valve. Fuel vaporization occurs when the valve opens and turbulence whips it into a gas state. The portion that evaporates or is leaving the main puddle due to injection pressure (fuel pressure) is climbing up the intake runner, and insignificant compared to the mass in the main puddle sitting on the valve (and it may even be lost to another cylinder in specific conditions which may contribute to lean cylinder misfire during re-limiter fuel cut situations, or it is implied that the commonly acceptable way of rev-limiting a daily driver is by cutting fuel to each cylinder in a specific order or pattern, allowing events to occur between fuel cut cylinders, instead of all at once being cut together)
Last edited by kingtal0n; May 20, 2016 at 07:32 PM.
How are you going to test changes in fuel vaporization and drivability? it will be subjective to the driver "oh yeah I notice a big difference" there won't be any quantifiable data without specific kinds of sensors placed inside the engine to record the data we are curious about. Who is measuring the partially vaporized portion of their injected fuel these days? Fuel will sit on the intake valve in a slight puddle, by design the injection event is preferably metered to a closed intake valve. Fuel vaporization occurs when the valve opens and turbulence whips it into a gas state. The portion that evaporates or is leaving the main puddle due to injection pressure (fuel pressure) is climbing up the intake runner, and insignificant compared to the mass in the main puddle sitting on the valve (and it may even be lost to another cylinder in specific conditions which may contribute to lean cylinder misfire during re-limiter fuel cut situations, or it is implied that the commonly acceptable way of rev-limiting a daily driver is by cutting fuel to each cylinder in a specific order or pattern, allowing events to occur between fuel cut cylinders, instead of all at once being cut together)
It seems gimmicky to me. If it was worth something, I would think all the racing programs in NASCAR/F1/etc would be doing it...but they're not.
It might be just as effective as an OEM cast finish or any other kind of rough surface might give. it just looks different. I am kind of skeptical of any sensor detecting a difference in a rough cast vs this sort of job. The way the head is shaped (think of "twisted wedge" heads) may have an influence, perhaps it is best served also with a specific shape intake or valve job as well. We cant possible try all combinations. But nevertheless, I am enjoying how they ported then re-incorporated the roughness somehow.
I didn't read 100% of this or go to the attached links. But the golf ball dimples actually might create a cushion of air at each dimple which really makes it flow smoother and not rougher. It also looks like he is trying to create a swirl pattern to the airflow as it goes further into the port. He is curving the dimples.
I think it would be hard to test for more than actual flow numbers. I would be curious to see what the flow pattern looks like as well as the fuel atomization.
I also agree that since he has been doing this for a while, if it were to actually benefit the engine with making more power, then it would be more widely used and sought after, especially by the pro level race series and teams.
I think it would be hard to test for more than actual flow numbers. I would be curious to see what the flow pattern looks like as well as the fuel atomization.
I also agree that since he has been doing this for a while, if it were to actually benefit the engine with making more power, then it would be more widely used and sought after, especially by the pro level race series and teams.
