As someone who's dumped over $1000 (USD) into a set of GM "camel humps" for a 1970 LT-1 build....just buy the Trick Flow heads from Summit....They did a great job on those heads. The CnC ported Trick Flow "camel humps" flow serious air and the #1204 intake port will seal to a GM aluminum Hi-Rise intake....bigger sized ports #1205 or larger wont seal on a Z/28 hi-rise

THIS is why I love this channel so much! He covers the things most hot rodders are curious about but no one has answered yet. When he said that the throat was at 95 percent I cringed but it did better than I thought it would. I learned about the valve to throat ratio probably less than ten years ago. Out of all the reading and research I’ve done on engines and cylinder heads I don’t recall the throat area ever being talked about much.

This is a gem of a channel AG

i have a few Cheve books from Bill Jenkins and Davis Vizard from the 70's, amazing stuff

Really like Bill's explanation of cam timing/duration, according to cylinder head characteristics! Sometimes, less is more. Matched parts, is key. Bill, is super knowledgeable!

Outstanding video! The technical information you provide on the science and rationale behind the decisions are excellent. I learn something new with each new video you post, Allan. A big shout out to Bill on sharing his wealth of knowledge and experience with us. The content, commentary, and editing in this video was fantastic. Thanks for sharing your knowledge and passion for engine building. I look forward to your next video.

At Bill's glad he is starting at .050 very important as are sunken seats (used to hide overlap) or different valve angles. I first worked on 327 heads pre introduction in fall of 62 for the 452 (4 1/8 x 4 1/4) for the life of me I can't remember if we ran the new 327 heads or the fully modified 283 "fulie" heads.

someone told us that in the mid west, every farm kid bought what their neighbor did, so one Z became a town full. Dads bought a caddy. We heard too that some gas farm equipment had HP stamped blocks , 3 tons had LT1 cranks in them

My world revolves around old Chevy's and the gen 1 SBC. I still own Bill Jenkins book, and many others from back in the days! The factory Chevy Power manuals are an invaluable resourse too. Great video content Allen Gold and Bill Little !!

Thank you so much for making and sharing this video = I have never seen this test done before! So much to learn about porting and air flow and cylinder heads. The engine is an air pump and there are so many factors involved with how an engine works!! Very interesting indeed!!!

Thanks for all the effort in the video making. Good guys and good info!

If I remember what I read in Grumpy's book many years ago the optimum rod length to stroke ratio wasn't a fixed quantity. It depended on the size of the cylinder head intake port and intake manifold, displacement and desired rpm range.

I really enjoy your conversations and work done with Mr. Little. He is one of those men with so much knowledge a seasoned professional could learn more in three hours spent with him than a person could learn in three years working alone.

This is such a wonderful channel. Knowledge and experience. Thanks to both of you!

So much great information and knowledge, applicable to not just SBC engines. I only hope the people who can really use and can learn from the knowledge offered here are watching and not just blindly hoping. grinding, polishing, potentially wasting time, money and power.

@Bill Little G 50:06 ood stuff! Anxious to see what they flow with 2.05 and good seat work

Kind of the same theory, i built a 302 ford in 1984. I used 1970 351 w heads that i ported midly. Flat top piston, 500 lift cam. It made allmost 400 horsepower.

Keep up the great content! You do very good job creating interesting content.Thanks for keeping the videos interesting. I always can’t wait for the next one. Thanks to Bill for his expertise. Thanks to Golds garage!

Incredible presentation learned volumes today thank you

Well this is certainly very cool. We get to witness a (Swirl Meter) Swirl improves low end torque

Great video content. I always tought the flow had to go like a waterslide. Not like a pinball machine. There is sooo many factors to check like clearly explained by experts here. The balance between FLOW/PRESSURE/VELOCITY IS ALL CALCULATED WITH YOUR APPLICATION. Im no expert. Actualy Im a nurse who know more about the importance of a healthy body to keep all the vitals within the specs. If your running a marathon, you want good low RPM torque. If you sprint the 100m. You need the max high flow to feed the muscle as fast as possible. It's exactly basicaly the same principles as a engine. If you push it too much, it breaks. And any engines that it brand new eventualy worn down gradualy. Even the best builders know racing is hard on the components. Carbon and bad fuel mix clogs the flow little buy little. The main thing is that you love what you do to make it the best you can. Money as nothing to do with proudness. It pays only the bills. Not the soul. Dont forget your dealing with the engineers creations and making it better!❤

Great content! I enjoy all of your videos!!!Keep up the great work!!

David Vizzard ported the double humps, they out flowed AFR after market heads

Thank you for your knowledge and videos

Thank you for your channel. You do a great job!

I agree with Bill the 95% intake port needs a 2.05 to fix it.

Learned so much last time from Bill glad you went back😊

Keep feeding the videos !!!!! Thank You AG & Bill Very good information Thank you for taking the time to share info like this

360 HP, 320 FT-LB, 15 in-hg. 10.5 CR, 7.11 DCR, 1.5 rockers. 286/294 adv, 0.525/0.510". 118/110 CL, Howards Flat Tappet Solid Headers, Heads Per Flow Bench BF240350 / BF248340 I think this meets all the project requirements and delivers the best power curve without high-ratio rockers or a roller cam.

Tony's and 302 small blocks go together like peas and carrots. I've had a couple and about to build another one soon. Great video, thanks!

Good info thanks

Nice to hear you say zed instead of zee too, thanks.

Good Video Informative.

Thanks guys

I also have a steel 3 in stroke small journal crank with the round flange with the notch like those DZ big journal cranks

Great information, you should look each way when going through traffic light intersections though.

Good stuff guys.

I didn't think a 205 intake valve would fit, and lesve enough metal between the exhaust valve. We never went psst 202, but then I'm no expert on such things, and I haven't messed with anything like that in a long long time. But I do love a 327, with all the right pieces, and 302 sound real sweet between 5,000 to 6,800 rpms. Nice to see some folks that still appreciate the little mouse motors, and believe in what they're capable of doing in the hands of the right person

I can't do it in 40. Workin on it.

The 291 casting double humps on my shop truck flow: 201 @ 300 lift, and 260 @ .600 lift @ 28 inches. 2.050/1.60 valves.

good info

I think the local dirt track racers here used up all of those heads 40 years ago.

Thank you. I'm guessing that my heads will flow similarly. I'm using the Chevy Performance 492 camel hump heads with .202 intake valves and .160 exhaust, and 18 degree angle milled to 51.5 cc chambers. They have not been ported.

Great test! Are you going to show the numbers after Bill fixes them? Im sure he doesn't want to give away sscrets, but the numbers would be neat to see. Thanks !

I have ported many heads, and plenty of them were cast iron. Monotonous yes, dirty yes, time consuming yes. You should wear protective gear not only for your eyes but also your lungs and ears. I know ! Working in a set of Aluminum heads now for a client.

Alan and Bill. Good job, excellent viewing. just a quick question. Bill you are an expert, you take 40 hrs to do iron heads. Is it possible to see a good improvement doing it as a novice and no flow bench if conservative. obviously get a valve job with intake back cut at machine shop. love watching you guys. Was surprised about the Ford too.

10:15 Rod ratio, or rather optimum rod ratio, is folklore. If you build an engine with excellent heads and cam, compression, etc. and an identical one with a 0.250" longer rod any power difference is going to be in the range of margin of error for the dyno.

I have a fall 66 327 two bolt small journal block for the first new model year for the 66, 67 Camaro it's .030 already and someone put a Mallory balanced 283 steel crank in it to build a 302 + .030

I've worked on quite a few Z28's, is it a Canadian thing to call them a ZED28? Never heard of this before

Very interesting but shouldn't the flow on the exhaust port be performed through the valve side the way the actual exhaust gasses flow?

I have a set of untouched 3890462 camel heads but the casting also says CANADA under the serial number. Never seen the CANADA casting before. I am in the states, is this common in Canada? I am only saving them in case someone needs them for a restoration. Anyone know if they are worth holding onto?

My new engine will have a 4.610" bore × 3.76" stroke with 6.535 rods.

I’m building a new engine for my 68 RS/SS Camaro and keeping the original on a stand becuase I don’t want to risk blowing it up and I’m building a sbc much to hot to risk on the matching numbers block that’s low mileage under 100k

I have a mid-'67 Camaro 327 if it would help you in your block search. Casting 3892657, date F207, stamped V0628MA. Very reasonable.

You driving a Ford truck? I thought you were a Chevy Guy. 🙂

there is no need to compare heads. Eric Weingartner has already done every head out there cast and alum. on a flow table and Dyno with numerous intakes and spacers and carbs and has all the graphs here on YT.

318 and 340 have same stroke...302 worked better in a mid 60's bonneville build with longer rod, shorter lighter piston, roller cam, hilborn injection

WTF is a ZED28??

The T/A mopar was better.

Why are you driving a Ford?

Sorry Mr.Gold ... I'll have to unsubscribe...youre driving a Ford truck 😢