Flow Tests / R&D
Rarely do you see anyone willing to publish their test results. I'm not scared to publish them, because I have nothing to hide! My stuff is as good or better than anything out there, and I can prove it.
One of my customers told me "It's not bragging if you can do it." So with that. I decided to create this section.
I was trained and mentored by Joe Mondello (RIP) and Darin Morgan. (Darin runs the cylinder head development program at Reher Morrison) How many cylinder head guys out there can make this claim? (not many)
I learn so much just hanging out with Darin. What I learn in a few minutes would take years to figure out the hard way.
Actual graphs generated by the Flow Bench computer puts things in perspective. Much better than numbers scribbled on a piece of paper, but I still use the "scribble method" for speed. Unless it's an R&D project and they're paying for it.
These charts were produced by me, right here at MCE Performance.
A few were done my me at Reher Morrison.
In this section, I document actual flow tests. Things such as such as;
- Individual Port modifications. What to expect.
- *New* M8 4-Valve head development.
- Tests of various porters' "brands" of heads (Although I don't call them out by name)
- Comparisons of my stuff against the guys with huge marketing budgets (I don't call them out either. My stuff speaks for itself)
- Tests using different Valve types and brands (coming soon)
- I also do independant tests and evaluations for varoius shops around the country. To give them the straight un-biased scoop. It's amazing what some shops these are turning out.
Twin Cam Harley Head Development
Twin Cam Head Tests and Charts:
Incremental changes
Stock Twin Cam (-06) Intake port:
Pink Line was stock (1.8") valve/seat
Teal Line: Better valve job.
Blue Line was a slightly larger (1.865") valve.
Notice how a stock port pretty much 'flatlines' after .400" lift.
This is common with stock Harley heads, and why going over .500" lift is not very productive without port work.
Same Head as as above with just a little bit of work in the bowl area.
Teal Line: - is where we left off above
Blue Line - A little work in the pocket was done (very little). BIG Difference!
This is the basis of my budget street porting. Minimal work for the biggest gains. This port is featured in the Dyno Section.
These make 110+ HP and 120TQ on an otherwise stock 103 with a mild cam.
Taking it a couple steps further:
Red line: full port work
Teal: 1.9 Valve
Blue: 1.9 Valve with a custom seat cutter I designed)
You sacrifice a tiny bit under .300" but gain allot between .400-700".
MCE vs. one of the "Big Names"
Comparing an 'MCE' 1.94 Intake vs. a "Big Name" Competitor's 2.02" Intake Valved Port. (Same Casting) I forgot to program in the "zero lift point" but you get the idea...
My head outflows theirs by a significant margin with a smaller valve! Moving more air through a smaller opening means the velocity (port energy) is higher.
The big name head doesn't start to outflow mine until .700" lift. Even then, it's 6 CFM. (The total area under the curve needs to be examined)
Someone else ported this head. (not going to say who it was) It wasn't terrible, but I'm able to improve it by filling in areas that should not have been touched.
The flow is going up as I add material back in!
110 MVA 2.08" Intake
These 110 MVA heads came in for a little bit of loving. With a very minimal amount of work they were dramatically improved.
There was allot more to be had but it wasn't necessary for this particular build.
Again, notice the "area under curve", HUGE!
(This is an actual printout that I provide with every head that leaves here)
This is HORRIBLE! (Twin Cam head)
Here's a test from some "handywork" by another well known shop
This 1.94 valved can't muster 260 @ 28". That's pretty bad. (We get 260 from a stock valve)
The Exhaust port outflows the intake down low. That's actually not a bad thing (if this intake port wasn't so bad).
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M8 development flow tests
M8 4-Valve Head development.
We have begun development on the new M8 head. I was holding out, but these things are here to stay, so I decided to get a set and see what I could do with them.
After doing some testing I'm impressed with how good they already are.
Balancing velocities allowed dry flow to improve from 320 to 375 using stock valves, and stock port size. The port became much more efficient by balancing the velocity (making it more uniform)
From an airflow standpoint, they flow enough air to support 140-150 HP in stock form. (Ported 160-170 or more). It's not likely that many people will actually need to port these heads, but the increased efficiency would make it worthwhile.
Test shown below: were with the stock valves and port size. With bigger valves these could easily get very close to 400CFM
Here are some preliminary test results. These heads are capable of producing some serious HP!
- Dark Green line is a baseline (stock head).
- Red/Lime Green was with some work to the intake port.
- Black line was a little more port work and a proper valve job.
Notice how the flow backs up at high lift on the stock curve (the Dark Green line), this is never a good thing. Anytime the flow numbers go backwards (as lift increases), it's usually a result of turbulence caused by a poor shape.
STOCK valves were used for all of these tests; There's allot more potential left in these things with better valves. I'm guessing 420s or more.
What kind of motor can use that kind of flow? (I don't know honestly). I do know that these could produce some serious RPM. Can the valve train manage? Would the motor hold up? I don't know!
This is our Test setup: M8 head featured above, on the SuperFlow 600. I did these tests while I was at Reher Morrison's shop in Arlington Tx.
Plastic blocks are used to quickly mock up the cylinder bore test fixture. A plastic block with a 4 3/8 bore was used for these M8 Harley tests.
Valve Job: Nothing super fancy. I used a custom made propritary cutter. That really woke these things up. Most of the magic happens on the valve seat!!!
I've spent literally months testing various valve seat profiles. It comes down to allot of trial and error. There's no other way to know what works the best.
I spend more time on R&D than anything else because it's what I love doing (solving the puzzle).
Most people are in this to make money, (good luck).The lick em and stick em crowd with great marketing do alright, but my stuff is better. I've proven it over and over.
I don't do this stuff to make money, (I have enough already). I do it for the chllenge of building the the best heads I possily can. I'm retitrd, so I have plenty of time to tinker and do R&D.
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