Precision Porting

Cool s**t for a Liebherr!

Fun fact, I am also a mobile crane technician.
So when these things were constantly breaking, I decided to make something a bit more sturdy.

After this, we will simply find the next weakest link in the door assembly....

I didnt plan on making more of these, but if enough people want one, we can always make a batch of them 🏗

Spacers & Shear Plates, Why, When & Where?

If you're running EFI, this does not apply to you.

We are trying to de-accelerate the air and help transition the air/fuel mixture into the plenum.
We can also use this as a chance to help minimise reversion back up through the carby by a number of methods, including sharp edges.
Those sharp edges can also help us break up fuel droplets by "shearing" them off the same sharp edges we used for anti-reversion.

So which one do you use?

For single plane applications where you have bonnet clearance, use the 2" tapered version
For single plane applications where bonnet clearance is tight, try and squeeze in a 1/2 SP series shear plate
For single plane applications with deep plenums OR tunnel rams, use the TR series shear plate.

Dont expect to bolt these on and make another 50hp, their effectiveness varies by combination.
Try a few designs with your engine builder/dyno tuner and see what works best wuth your setup 🍻

Make no mistake, multivalve is no joke.
But coming from a 2-valve background, it is a completely different field.
Almost everything I learnt, I needed to approach it a different way.
Seat angles & widths
Valve tulip design
Throat sizes
Chamber shape
It all takes a slightly different design, and as I found out the hard way, it will kill your entire combination if you get it wrong.

2 valve is designed for high lifts 0.3L/D and higher.
4 valve is designed for low lifts 0.3L/D and lower.

I will bang on about velocity until the cows come home.
Kinetic Energy (KE) = 1/2 Mass x Velocity^2

We are trying to cram in as much air fuel mixture as possible with the aid if kinetic energy, that is one of our goals on the quest for more torque and in turn, horsepower.
We can do that in 2 ways, increase the mass of our intake charge and/or increase the airspeed of our intake charge.

More speed = much more kinetic energy, BUT there is a limit on how much airspeed a given combination can handle until it becomes a choke point and limits horsepower production - That is a video for another time.

"Look after your airspeed, and your cfm will come to you" - Pretty sure I stole that from Darin Morgan

MRZP - Machine Rotary Zero Point

The exact point in space within the machine that dictates where B and C axis rotate around.
Our HAAS UMC750 is capable of simultaneous 5-axis machining, ideal for porting.
C-axis, the table can spin 360 degrees around this point.
B-axis, the trunion can rotate between -30 and +110 degrees around this point.

If this point is out of calibration, it will lose its position during machining and put features in the wrong spot.
Ideally we would do this once a year, but anything can change the calibration, collisions, loose fasteners, extreme weather changes, even the concrete shifting.

This is how we check it, and make fine adjustments in the calibration 🍻

Airspeed is everything! All the CFM in the world is useless if there is no airpseed behind it.
How did we calculate that? Note, CSA is in inches.
(CFM x 2.4) ÷ CSA

What's your CSA?
You can look it up on the manufacturer's website or calculate it:
(Height x Width) - CR Value

Whats the CR value? It is referring to the little areas in the corners of the port that are NOT square corners. Here's some examples:
If you can fit a 3/4 burr in the corner of the port, the value is 0.121, if you can fit a 5/8 burr in the corner of your port, the value is 0.084.

Heres the formula for calculating that using a known diameter (D) tool:
(DxD) - (DxDx0.7854)

Dont forget your BEDMAS 🍻

Cool s**t we made this week!
Dart big chief valve covers, customer wanted to be able to mount his haltech coils on there and made to fit a set of ARP studs for easy removal.
Heads were reverse engineered and coils modelled to make sure everything fit 👌

How much does your engine ACTUALLY need?
Unless youre building a Pro Stock engine, 127% VE is not going to happen.
Your street/bracket car is going to be closer to 110% VE.
Again 110% is a starting point, START there.
Use this calculation so you dont end up with a top end that flows a lot of air but is slow AF at the track.

Cubic Capacity (Cubic Inches)
x Engine RPM
x 0.000978474
÷ Number of Cylinders
÷ 127
x 110
= The CFM you are going to need through heads and manifold.

Just because your head flows 400cfm, doesnt mean your engine is going to use it all.

Why should you listen to this peanut? I'll tell you why.

I hope you're all ready to see more of this ugly mug.
Join me as I try and tackle the world of social media and hopefully teach some of you about how all this s**t works.