Me too!

I love this comment!

That's the plan!

We are using updated aftermarket casting.

More to come!

Kill devil I believe are the best. I own a set of KDD iron heads myself. Well worth the money and the wait

We have a set of kdd iron heads here. We have flowed them but they are not ported. Obviously the ported head outflows the kdd non ported head. We could do a stock kdd vs stock 6.0?

@@pddofficial I think that’s more fair. Thanks for considering!

@@pddofficial stock vs KDD flow test would be great!

Kdd icon aluminum head vs your ported.

Lol!

We think so too!

It most certainly is, another important factor is fuel swirl on the intake side.

Cameron there is no fuel swirl on the intake side on a diesel, but halvorsonmx has a good point. On n/a gas engines ported heads have high rpm gain but lose in lower rpm. I would really like to see the gains and at what rpm on the dyno

Not that I know of

Glad it got you thinking!

I know what you mean. These heads were not available when I did my build but I'm itching to put a set on it now

Would you like to see a follow up video with swirl numbers? We have the capability to measure swirl... IE we have a swirl meter.

@@pddofficial that would be nice to see. I work solely on 70" testpressure. As in my opinion that resambles better the reality. Of course I give clients the numbers @28" as otherwise inpossible to compare.

@@pddofficial I have a Quadrant Scientific Flowlab 1400 with home made honeycomb swirl torque meter. Esspecially the cylinderheads of large truckpull engines create a tornado like swirl meter destroying swirl...😁💪

The stock head to ported head dyno testing will come soon.

@@pddofficial that will be very interesting. Egt comparison is also a big deal but I'm very interested in the power difference

Increased flow will help out in most any situation. With the exhaust flowing better it will spool the turbo even quicker with obviously helps with low end torque

The short answer: Even stock trucks will see a benefit with ported heads throughout the RPM range. Low-end torque, mid-range towing power/EGT control, and top end power will increase. A real-world example would be the difference you see in spool-up, power, and EGT control on a hot sunny afternoon vs a cool fall morning. The small change in air density from hot summer to cool fall is enough for most drivers to feel. The long answer: The great thing about diesel fueled engines is they continue to make more power with a set amount of fuel all the way till about 30:1 AFR. So although the laboratory perfect air mix for diesel "Stoic" is about 14.5:1, the visible smoke threshold is around 18.5:1 to 22:1 and that seems to be where most OEM vehicles are tuned. So if you you get more airflow into the engine, even in a stock application, it will be more efficient and make more power until you hit the high 20's to 30:1 Air Fuel Ratio at which point you won't see any more power gain from added airflow.

yes these are aftermarket heads and these areas have been addressed

Local hardware store... gotta keep the springs light enough to open with a dial indicator but just heavy enough they don't suck open on the flow bench....

Yes the 6.0 flow pretty good

yes

We currently offer o-rings on our 6.0 heads. We are going to be testing fire ring setups soon. If we have similar results like we do with the Cummins then we will offer them a well.

Most naturally aspirated engines are designed with exhaust ports that flow 80% of the intake side.

Bought from a guy that out a new transmission in but it wouldn't lock up so he put a lockout switch on

Usually a bad throttle position sensor is the first place to check for a no-lockup problem. Second would be to connect a scanner and make sure the transmission is getting a proper temperature reading on the PCM side. Use any brand of scanner and see if it thinks the transmission is in the normal operating range of 120 to 220*F. If the wrong model year of pressure transducer/temp sensor is used (96-99 sensor in a 00+ model truck, the PCM will think the governor pressure and temp are out of spec and it will not lockup.

I hear they are kinda tough to get right now, do you have a set we could throw on the flow bench, maybe like a product review?

The reverse flow 6.7 is to consolidate the exhaust flow into the turbo. The same reason bmw did it ages ago.

They cast and new sourced heads

Ha ha 150 hp

What's the chances that Will has ever or will ever run a marathon...

@@pddofficial Something I would pay good money to watch lol. Sorry Will you are a rock star, but it would be funny.

Swirl is a design criteria for sure, it seemed to become more prevalent as emissions standards increased. Both Cummins and International built swirl ramps into the intake ports to cause swirl, the ramps definitely do not increase flow. On these 6.0 heads, its possibly to pick up more intake flow if the swirl ramp is entirely removed via ported, but it will hurt the low speed performance if all the swirl is removed. Squash AKA quench is a big deal on naturally aspirated gasoline/alcohol fueled engines because it helps fight detonation and makes more power as the air charge is forced out of the quench area into the chamber area vs a piston/head combination without quench AKA open chamber. On forced induction, quench is usually a starting point or source of detonation so it is usually removed for higher performance boosted applications. These diesel engines, however, do not inject fuel into the air stream on the intake stroke so detonation is normally not a concern. At the highest levels of diesel performance, modest gains have been found adding quench or minimizing the amount of chamber volume outside the fuel bowl so that the maximum amount of the air charge ends up in the bowl where the injected fuel is mixed. So in essence, the top outer rim of the piston is held closely to the cylinder head to minimize the "dead air" outside of the centered bowl.

@@pddofficial 🤷‍♂️ umm yup… 🤣 so in other words don’t try to port my own stuff without experience

It is a new aftermarket head that is ported

What year?

@@pddofficial 2007

@@pddofficial is there another way I can message you??

@@morgenheath2520 we have many ways for you to contact us! Instagram, Facebook, email, phone call, text. Visit our website and hit the "contact us" at the bottom to see all your options.

Likely To keep heat and velocity

Think about it. Engine design has atmospheric pressure on the intake side, and expanding gasses on the exhaust. Lot more push through the exhaust. Adding boost just adds more cylinder pressure, which adds even more push out of the exhaust. So no, they don't need to be equal.

Have you ever worked on any engine? The intake valves are almost always bigger than exhaust. Across the board gas or diesel.

@@Bacongrease00 so no, not a mechanic but you would think air in should = air out for best flow otherwise you are bottlenecking at the exhaust. I suppose the exception to what you're saying is the Cummins valves which are virtually equal based on the beginning of this video.

@@Jim_Lawrence got it.thank you for the explanation.

The 6.0s bottom end is a work of art, the engineer must of handed it off to a toddler to design the cylinder heads tho. sTrEtCh tO yEiLd bOlTs wIlL hOlD tHe BoOst.

@@cameronsanburn9768 Yeah the engineers who actually understand engines must have lost their minds when that decision was made. If I had been part of that design team I wouldn't admit it under torture.

is that cam or valve lift?

@@Rx7man actual valve lift

@@Bacongrease00 oof tiny

@@austindoud273 yeah they aren’t very aggressive. Internationals strategy was to run high drive pressure in the hot side to be able to shove exhaust through the EGR into the intake stream. A small camshaft helps

Anyone know what the 03 cam specs are???

I did the same on my 12V head, along with a stage 3 colt cam it really changed the 2500+ RPM efficiency, before you could tell it was working just to turn then engine that fast and after you could happily cruise at those revs and it just felt free. On the intake I got rid of casting flash and radiused the bowls, didn't do anything from the plenum side, on the exhaust i had better access and did more work, got rid of all the flat walls around the valve guides and such, blended things, I also deshrouded the valves in the combustion chamber. Sure would like to know what the numbers are, and how close they are cylinder to cylinder

Wish someone would do flow bench rentals or flow bench days like they used to have dyno days! So much knowledge can be gained from just simply a few guys and a machine with a flat rate charge. Hint hints lol

@@mustangdemon87 That would be incredible, the place I went to school used to have one that we could use but they stopped offering their high performance program because the instructor retired, it was his bench from his former speed shop so it went with him.

@@Rx7man sounds like we did pretty similar work to our heads, majority of my work was on the exhaust as well. I'm doing a 188/220 as well which is why I figured I might as well let the head breath easy, glad to hear about the improvement above 2.5k, that's where I spend the majority of the time in my truck. I'm hoping my balance is good, I measured and checked each port as I went so they should be relatively uniformish

You can see how much Will likes flowing things on the bench, I'll bet it wouldn't be hard to convince him to flow something for you.

That's exactly where my brain went lol!

@@JaegerWrenching lmao fr itd be interesting as hell to see though 🤔

That would be interesting to see if that would even work

I really doubt the people putting these heads on are going to be running the stock turbo, and gains anywhere are going to be helpful, even with the stock turbo it'll make less pressure to flow that air which means less heat into the intercooler which means cooler air for the radiator..

@@Rx7man like I said there is gains but your money is better spent on turbo and fuel system. It’s been proven in the 6.0 community thousands of times. Kill devil diesel has a nice head for these engines.

They might now that they have some "reliable" parts to put them back together with! Lol No hate here those ford's kept my shop in business for quite a few years

@@mustangdemon87 , these Ford’s kept bringing big bonuses to credit card executives. Extended warranty companies made millions. I was smart enough not to even consider knowing their design. I learn from other peoples mistakes, it’s cheaper.

@@mustangdemon87 fords been top selling for like 8 years now, of course theres gonna be alot more in the shop, the more sold the more in the shop

6.0s are reliable if you don't beat the hell out of them. even then you put 500$ studs in a 12k truck and you got a reliable 400k-500k mile truck thats cheaper then any chevy or dodge

@@cs-gj3yf no such thing as 400k miles truck with $500 studs. But you can go ahead and keep convincing yourself and keep bonuses flowing to the studs company.

only when you breathe out🤷‍♂️

The flow numbers are comparing stock 6.0 to PDD ported 6.0. But to compare valve sizes, we showed that Ford uses a larger intake valve than a similar power level 24v Cummins but uses a much smaller exhaust valve, Will was trying to illustrate that 6.0 stock heads can be great heads will more exhaust flow.

One in every crowd

Sorry, I should have clarified. These two engines have very different cylinder displacements. A Duramax, 6.4L or even 6.7L Ford would be a better comparison.

Renult also...puke...

Correction you don't care I for one like to see 6.0 content and information

@@Dieselfan1997 No, vast majority don't care.

@@Kahlo69 what makes you say that nothing wrong with exploring different avenues and checking out motors with power potential that aren't as supported as other motors and the fact you took the time to complain is sad that would be me commenting on a cummins or duramax video stating nobody cares when obviously people care bc the video has views and they wouldn't get into a line of motors that people weren't asking for

Your just plain ignorant to the facts! Have you noticed when they do Ford videos there's twice as many people responding in the comment section? I have a 2nd gen cummins, but also enjoy the Ford information.

@@toddscholze6168 Yea because that's all they can afford lol.