They use to be secrets.....lol

Thanks Joe

Thank you Josh for your comment....I'll keep trying.

Thank you Jonathon

That's awesome Timos! good luck and have fun

Thank you very much Ronald. I try to help not only with the building, but to get guys to think about what and how they are building.

Thanks Brian. I really don't pay much attention to the keyboard experts. I will delete posts that are nasty, insulting or contain profanity. Some criticisms are valid. But if we cannot all learn something from a post, or it is negative, it's not worth our time to read.

I've read a bit about this and most everything I've read says to not polish intake runners. Ever heard of a boundary layer? Where the air isn't moving much at all? That is where the fuel will settle out of the mixture....it's all very complicated of course, but a warning to all. Do some research before ruining a good head. Lots of good info out there. Sure looks nice though.

That portion of a fluid flow, near a solid surface, where shear stresses are significant and the inviscid-flow assumption may not be used. All solid surfaces interact with a viscous fluid flow because of the no-slip condition, a physical requirement that the fluid and solid have equal velocities at their interface. Thus a fluid flow is retarded by a fixed solid surface, and a finite, slow-moving boundary layer is formed. A requirement for the boundary layer to be thin is that the Reynolds number of the body be large, 103 or more. Under these conditions the flow outside the boundary layer is essentially inviscid and plays the role of a driving mechanism for the layer. The streamwise flow vector variation near the wall is called a velocity profile. The no-slip condition requires that u(x, 0) = 0, where u is the velocity of flow in the boundary layer. The velocity rises monotonically with distance y from the wall, finally merging smoothly with the outer (inviscid) stream velocity U(x). At any point in the boundary layer, the fluid shear stress &tgr; is proportional to the local velocity gradient, assuming a newtonian fluid. The value of the shear stress at the wall is most important, since it relates not only to the drag of the body but often also to its heat transfer. At the edge of the boundary layer, &tgr; approaches zero asymptotically. There is no exact spot where &tgr; = 0; therefore the thickness δ of a boundary layer is usually defined arbitrarily as the point where u = 0.99U. The turbulent flow regime is characterized by random, three-dimen­sional fluctuations superimposed upon time-mean fluid properties, including velocity, pressure, and temperature. The fluctuations are typically 3-6% of the mean values and range in size over three orders of magnitude, from microscale movements to large eddies of size comparable to the boundary-layer thickness. They are readily measured by modern instruments such as hot wires and laser-Doppler velocimeters. If you can measure that in the 2 inches from the injector to the valve, you sold me.

***** Lol you cracked me up with this, sometimes people that try to prove a point about something they barely know anything about end up looking very silly when they get that point thrown right back at them.

Well.....he did ask if I ever heard of the boundary layer. It's not about making somebody look silly, I just to make sure we are clear about the point in contention. I do have a tad of experience here.

There is a difference between fuel injected and naturally aspirated

Great comment, thanks Michael. You do need some roughness for a carburetor. The fuel is already atomized out of the carburetor, the roughness helps it to continue to tumble. It's all about the physics of the boundary layer.

That is true for a carb engine, this one is fuel injected. I've answered this a couple time so maybe reading the comments will help....thank you

Josh what you heard is correct.

It's true for any engine believe it or not. Fine polish on intake runners is detrimental. 120 grit finish for FI is ok. Use 60 or 80 grit for carbureted engines. And port matching is overrated but it certainly doesn't hurt anything.Good video though!

@@mceperformance8978 lmao I guess you haven't seen engine masters where they dyno'd an engine before and after porting and polishing and it made an extra 92hp so if an extra 92hp is overrated then sure.

True, unless the intake is bigger than the head runner

Thanks Christian

Thanks Joe and good luck on your new project. This engine put out 428 HP and 441 ft lbs of torque

Thanks for watching!

I would try not to remove any, that can get tricky

That's a pretty risky idea, but can be done

Pete's Garage Thanks Pete, I will give it some more pondering. They are the TBI heads, and I plan to replace them with something better, but too expensive for now. Currently build looks like this... Installing an edelbrock dual plane tbi manifold, new distributor, new coil, new plug wires, EGR and AIR pump all deleted, modification to the throttle body for better air flow, installing a 14psi spring into the unit, (eventually an 18lb one but for that I need cop car injectors, a stronger fuel pump, and it’s moot without new heads) and cheap Chinese shorty headers, or possibly hedman long tubes, dumping into a true dual exhaust with corvette shielded side pipes, which will sling under the existing fibreglass running boards. Then I plan to turn to the interior for a while, but eventually I plan on a 350 crate motor with roller cam, built to maybe 500 hp to push this velvet and shag boxcar a little faster. I’m having so much fun sometimes I forget that I’m not likely to live to the end of the timeline. I just wish I could find more on the net from people who have stuck headers in these things because man it’s tight in there.

That sounds fun, I've jammed headers in many tight spot, even if you have to lift the engine to get them on and drop them into place

I do not have any experience with them. It looks like a great option. The same would apply for turbos. The can be enough gain so it's worth it. Thanks Erik

Depending on your intake/carb and exhaust you can get over 500HP out of that. If you are really looking at .700 lift you will need to check piston clearance and have plenty of air/fuel to feed it

I need to know more about the engine. Email me if you'd like to discuss.

Do you have a machine shop to work with? If you trust them they should be able to give you a reasonable quote for all that work.

It's a difference between a carb engine and EFI. The debate will continue, but I've always had good results doing it.

A highly polished surface on an intake port won't help (or hurt) airflow. It is however, counter productive from a wet flow standpoint. (Sure looks good though)You want those surfaces to be smooth, but not polished. For FI engines, an 80 grit finish works well. Carb applications, 36-40 grit. EX ports can be polished to high heaven if you want. Again, smooth surfaces are the key. Playing around with the port openings, you're chasing gains in the 3-5% range.The big gains are found in the valve job, short side radius and the bowl area.(In that order)If you don't have access to a flow bench, just smooth these areas. Don't re-shape anything! Do NOT think you can "eyeball" where you think the airflow is. Unless you have extensive flow bench testing time under your belt, you cant! Leave the shape as-is, just smooth them.

+ZCALZcom Comp 304HR 35-462-8 Sounds like you have a great start

+84fiveo When the burr gets really packed I toss them out. If you put some oil on them first and use low RPM's it will stay clean

+Petes Garage Thank you for the tip about the oil, I did not know that. Much appreciated!

+84fiveo Use a hand grinder with a wire wheel to clean the aluminum from the carbide bit when porting aluminum.

+Passion Perfection Thank you, I will give that a try. I figured there must be a way, I just wasn't sure how to go about it, but that makes perfect sense now that I think about it :-)

It's not really necessary in a plastic intake. You will end up making it rougher

I used Eastwood 2K engine paint

That is a great question John. At a minimum I would check and port match the gasket. If there is no gasket overhang,I would leave them alone, unless you want to clean up the parting lines and any casting imperfections.

I built this engine for fuel injection so I put the dual quad throttle bodies on there for the look. I would use mechanical secondaries on a big block. Two 770's is big for a 460 but you could make it work

A thorough rinsing in parts cleaner

What work are you having done?