Computer automation simplifies design and testing. Our SuperFlow 600 is equipped with Flowcom, which is coupled to a Performance Trends(tm) port flow analyzer. This is what lets us record, store and analyze critical measurements as well as make visual pictures of actual (measured) air velocities. Kind of like an MRI or X-ray of the port under test.
Theoritical and actual measured parameters (velocity, CSA, Cd (Discharge Coefficient)) are stored and analyzed to remove laborious manual calculations. This saves time and eliminates guess work when designing a port for a specific purpose.
I develop unique port shapes and sizes using these tools. My ports don't look anything like what I've seen out there.
My port designs are tested in-house on our DynoJet dynamometer, and also verified by independant third-party tuning shops.
I am continously looking for better and more efficient port designs. I spend a large percentage of my time doing R&D because that's what I love. Just because my heads are really f--ing good, doesn't mean I can stop trying to improve them! It's a continous process, I love the research and development more than anything.
Port optimization often requires adding material. Inactive or "dead areas", need to be filled in to optimize a port. In other cases, an over zealous head hogger got a little too crazy with the grinder and I choose to save the head. (You'll see some examples of that in subsequent sections on this site)
CSA (cross sectional area) must be optimized for the displacement and RPM range in order to maintain proper air velocity. We routinely ADD material into a port to improve its velocity and flow. Clay or epoxy is used to fill dead areas for testing and development. Once the shape is finalized, we TIG weld in a permanant fix.
Few (if any) of our competitors take the extra effort to do stuff like this because they don't want to spend the time. If I can pick up 10 CFM by adding material, you can bet your ass that I'm going to do it. Because if I can increase velocity and airflow at the same time, that's a grand slam. It just doesn't get any better than that!
Some head porters only use 10" of test pressure. (This is simply not a good practice) Air vorticies may not show themselfs at low test pressures. Deficiencies can go undetected until the heads are on your engine, by then you'll be scratching your butt wondering what happened.
Hogging out ports to yield impressive flow numbers is not that difficult. The problem is: Velocity suffers and you get a lazy port along with a poor torque curve. So be careful and don't get caught up looking for the highest flow numbers when selecting a head or looking for a cylinder head porter. Theres more to it than CFM numbers. Allot more!
Our heads are taylored to meet your specific needs and stay within your budget. Mass production is not what we do, (everything is done on a case by case basis). Turnaround time varies with our workload. I take the time to make it right, so if you're wanting it the next day, I won't be able to help you.
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This "micro" TIG torch is water cooled and allows us to get inside of a port to add material!
Port cross sectional area (CSA) is critical to air velocity and torque. Sometimes it becomes necessary to ADD material rather than removing it!
This is one of the things that seperates us from the masses. TIG welding is second nature to us, weather it's inside of a port or manifold, to the exterior of an engine case.
Material can be added to fill in "dead areas" (portions of the port that are inactive). We use velocity probes and Performance Trends (tm) port mapping software to produce visual airflow maps. This shows us active and inactive areas. Inactive areas can be filled in, while active areas are worked to achieve maximum port efficiency.
Port efficiency means high velocity and high airflow at the same time. Almost anyone can hog out ports to get impressive looking flowbench numbers. The question is, how much port velocity (torque) is sacrificed?
Don't get sucked in by huge flow numbers! (That is like looking at a black and white picture of the leaves turning color) It's much more complex than that. CSA, Velocity, pressure maps, fuel atomatization (wet flow) are among things that need to be considered. Air flow numbers by them self are virtually meaningless in the grand scheme of things.
We offer a wide range of welding services using State-of-the-art inverters and the latest TIG filler materials. Cast iron or Aluminum; We weld them both with a high degree of success. *
*There are always risks involved with welding cast heads. Porisity and impurities can cause the casting to crack no matter how much you try to avoid it.
We mitigate these risks by inserting custom made copper plugs into the guide holes and the sparkplug holes. Castings are pre-heated then welded with a Helium/Argon shielding mix. We then slowly post cool them in the oven.
Using these practices, the risks of cracking are reduced significantly but not totally eliminated. I fix allot of heads that have been hogged out by "bigger is better" head porters. These heads would otherwize have to be thrown away. We can save them most of the time.
Heads are milled and CC'ed to get the combustion chamber volume where it needs to be to fit your camshaft and application.