April 26th, 2016, 10:07 AM | #1 |
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DIY porting cylinder head and valve lapping
http://www.affordablegokarts.com/Sta...%20Porting.pdf
http://www.affordablegokarts.com/valve-lapping.php
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April 26th, 2016, 12:38 PM | #2 |
Fighting Texas Aggie '05
Name: Neil
Location: Hutto, TX
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I would like to see some build threads where some head work was done on the 250/300 engines. Just never really seen it documented or the results.
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April 26th, 2016, 01:18 PM | #3 |
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Multiple people did headwork on ninjettes.
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April 26th, 2016, 01:23 PM | #4 | |
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Quote:
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April 26th, 2016, 02:34 PM | #5 |
n00bie to wannabie
Name: Bill
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Lol! Sad how my poor old brain doesn't work like it used to: I read the title as: "DYI poor cylinder head and valve lapping"
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April 27th, 2016, 08:01 AM | #6 |
EX500 full of EX250 parts
Name: Bill
Location: Grand Rapids-ish, MI
Join Date: Jul 2012 Motorcycle(s): '18 Ninja 400 • '09 Ninja 500R (selling) • '98 VFR800 (project) • '85 Vulcan VN700 (sold) Posts: A lot.
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I'm a complete n00b when it comes to porting. I'm curious as to others' thoughts on something...
Power News 18 - Think Fast: Understanding Intake Porting Power News 19 - Homework: How To "Hi Velocity Port" Your Own Cylinder Head Power News 20 - The 2007 Superbike! Power News 21 - Super Sonic Nozzle Power News 22 - Success Stories & Exhaust Porting Power News 23 - Future Horsepower (I apologize for the horrible old website.) The gist of what he's saying is that simply making the holes bigger doesn't necessarily result in better output. His strategy is actually to make the ports smaller, which results in higher velocity, which overall does a better job of filling the cylinders. Simply sucking air through something on a flowbench won't necessarily show how well the whole system works together to rhythmically flow air into and out of an engine. He does mention that making a port too small will restrict airflow and hurt peak numbers. As with a lot of things, it seems to be a balance of getting the most out of the overall system instead of focusing on one single thing. Despite doing things "the wrong way" he seems to have the results to back it up. There's not a lot of detail though. I'd love to see back-to-back dyno runs of the same engine with stock/ported heads compared to his for a direct comparison. He even points out that little things like the exhaust exit can have an effect on how gases leave, and therefore create differences between a dyno setup and actual racing. But if you're claiming something will have an effect of 4-5%, that should be visible on a dyno test too. I just wanted to point out that dynamic air flow is complex, and simply hogging out every hole you see won't necessarily make everything better, before everyone with a grinder starts hacking away at stuff.
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April 27th, 2016, 08:11 AM | #7 | |
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Quote:
The last thing I have to say about porting is think about what has been done to the motor. A stock motor will not want the same size valves and ports as a bored stroked high compression motor with a free flowing exhaust.
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April 27th, 2016, 09:15 AM | #8 |
Fighting Texas Aggie '05
Name: Neil
Location: Hutto, TX
Join Date: Feb 2009 Motorcycle(s): '07 ZX6R, '08 Versys, '09 250R Track, '93 F2/F3 Track Posts: A lot.
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I'm sure they did, I have not however seen empirical results from such headwork . It would interest me to do so lol .
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April 27th, 2016, 09:20 AM | #9 | |
Fighting Texas Aggie '05
Name: Neil
Location: Hutto, TX
Join Date: Feb 2009 Motorcycle(s): '07 ZX6R, '08 Versys, '09 250R Track, '93 F2/F3 Track Posts: A lot.
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Quote:
Major port reshaping and reconfiguration is a different animal and in many cases are going to need to be considered in conjunction with cam profiles, valve sizing, and intake and exhaust size, length, and shape.
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1 out of 1 members found this post helpful. |
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