Thank you kindly, Sir. Although I am into Harley M8 builds, your advice crosses over. And I'm sure I'm not alone by saying, your content is not boring. I had a similar experience with the company (J.E.T.) I went with. During my assessment phase I shared that I had purchased a set of Kibble White valves and springs. They cost more than the discount I would have received. But I decided to not use my Kibble Whites because I detected a little disappointment in Robert Johnson's voice, the King of the Bagger racer and owner of JET. I had to make a decision, go with the my setup or go with JET. "Don't hold on to a mistake no matter how much time and money you put into making it." I went with JET. The Kibble Whites I purchased were 550 lift +1 valves. The Scream'n Eagle heads were finished with 650 lift springs and +2 valves. Trusting your guy can be one of the best decisions in a sea 🌊 of decisions that is engine building. Thanks again brother. SKWID Rider’s Shipmate ET1(SS/SW/MTS) US Navy, Ret. Killmonger: 2020 Fat Boy (Stage II+ by Blockhead) SilverBAK: 2021 Road Glide (S&S 129ci/Fueling Race Kit by Rider’s Shipmate)

This is amazing information, its basically free horsepower for just a tiny bit of machine work once you have the formula for angles and length of angles. Having said that the same should hold true for the exhaust valves.

What do you know about 7.3 Powerstroke turbo diesel heads, porting, valve diameter limitations over the stock 1.675”, flowing heads with a way to mimic boosted applications verses NA engine heads? I can’t find hardly find anything so I started the Coast to Coast Diesel Enthusiasts KZfaq channel and I’m trying to bring others some kind of information and explanations of how helical ports work verses conventional ports. No local machine shop has a flow bench to test diesel heads, I’ll probably have to drive from Fort Mitchell, Alabama to another State to finalize my port work. There’s a Tremendous Void in the Diesel Community when it comes to port work knowledge. I’m going to Pioneer a way to fill that gap.

Thanks I always learn from your vids.

From what I see... 30° 40° 50° with the 40° being 20% greater in length/width, looks to be a good starting point.

MBE seems like the pinnacle of cylinder head performance! My father Donnie Holm was one of the first 2-3 guys to produce a “100% billet”😂 Hemi head for TF & TA . He partnered with Art Whipple to start Walt Austins engine programs. Until Walt had AJ copy them to start AJPE… or so I was told because I was too young to remember. I have never ran or worked a pair of MBE heads although I would really love to. I have looked at a lot of your stuff and it’s game changing in so many ways. The fit and finish of your stuff is unreal😎 the tolerances are in a league of their own. The tool pathing lines up @ all parting lines. I can truly say that MBE gives maximum effort to deliver the very best. 🙏🏻🦾😎 I just hope I can fondle some stuff soon. The TF/FC car I work on sits next to Antrons team @ DSR. The stuff you make for them is EPIC !!!!

I realize valve back cuts made extra power, but I didn't realize it was that much

What characteristics of different engines/heads or N/A vs FI or nitrous do you think would call for a different optimal back angle / length of angle? In other words, what factors bring you to your conclusion of what angle is right for a certain combo? I wonder how wide the spectrum of optimal angles is for different setups. Pretty cool stuff you’re workin on!

Thanks

You handle the most mumbo Auto-Jewelry online...Fist-size ports!!! I don't know why your not putting a professional effort online (Steve Morris is a good and easy example) one could double his business in less than two years. Also, (you) leaders, in-certain industries seem too doo the best on here!

Exhaust valves also have these cuts?

Why not just contour the valves smoothly??? Why the sharp angles?

Sometimes doing this i have lost 25 CFM , thats why you test

Is this based on the valve (seat face) angle being 45 degrees?