No intellectual capital stealing here. Just give us a release/waiver to sign!

No release waiver will be required. After giving thoughts on the subject and reading some of the PM'* I got; I will share the templates with the forum since the market for the Series 1 cylinder heads is not as big big as the Series 2 engines. Just have a bit bit of patience since I have a regular job like most of you do.

Also, I am doing some R&D on the intake too, trying to equalize the flow path on the plenum. Been playing in the plenum area of the LIM with clay and will be testing some ideas on how to improve the distribution without killing the torque. There are some interesting flow patterns that I can see with the food coloring.

Thanks for jumping in. It seems like the info in this thread is flowing better than my port job will. Great pics too.

Foghorn also used these terms. Can you describe what these are and what their function is?


I'm using a Dremel and a varitey of different bits. I found these the best for removing the material:

This is how I was able to round the inside surfaces and port openings. They seem to wear out quickly though. I actually use the worn ones to smooth the smaller radii.


This was used to smooth out some marks left by the above bits


These were used to smooth out the grinding marks and polish.

I picked up my colder plugs (TR6) at lunch today. We'll see if they help with my KR that resulted from porting the LIM.

Keep in mind, my EM porting should have reduced some KR. The LIM and TB porting is really the only other major mod I did at the same time, and it makes sense that my cylinder pressures are higher now since I'm flowing 15-20% more volume INTO each cylinder. Higher octane and colder plugs SHOULD alleviate the problem. Both hopefully this weekend. The problem is that 92 octane is the highest available here, and I already run it. Higher octane will only be a troubleshooting step, with the hope that colder plugs will be the solution long-term.

Barring that, I'm probably looking at going with a larger pulley. That'* ok, since I'm flowing better now, and the larger pulley will produce less heat. I've increased my CFM capability, and can sacrifice some PSI.

Are you unwilling to provide a similar template for Series 2 folks? Myself and MyLittleBlackBird have been working on a homemade P&P for my S2 heads, and I have a feeling we did it "wrong." It would be greatly appreciated if you could create a resource for the S2 crowd that doesn't have $1500+ to spend on aftermarket head porting. What do you say?

Willwren, if you need some higher octane, I know there are several places in your area that sell unleaded racing gasoline even at some gas staions near the Woodburn track.

Another option is to add some fuel octane boost from Klotz. I have used their stuff and it works. It is illegal in santioned racing were you have fuel checks. At one time duirng a match race at the track, I used Klotz Coxoc as an additive and the car gained 2/10'* down the 1/4 mile. The other guy was trying to figure out how I suddenly gained so much on my car.

The following article talks about the effect of octane boosters:
http://www.foxvalleykart.com/fuel5.html

The link to Klotz is as follows:
http://www.klotzlube.com/storeCats.asp?ci=3

I have used the Klotz Coxoc, Octane Booster and the Hitrate gasoline concentrate; they are not cheap, however, they work!!!

95, I mix my own high-octane with Toluene. I made a spreadsheet that does the calculations for me.

big_news_1, time permitting, I could do a set of S2 templates if I can get a junk sample cylinder head with valves. If I do it for an S2, please understand that I will only be doing only one intake and one exhaust port to create templates and not the entire head. Also, let me make it clear that the flow numbers will depend on the valve size selection and how the valve job is done. You can take a cylinder head to 5 different shops and everyone will give you a different opinion. I do a different valve job for street use and a different one for racing. A racing valve job will not last for a long term since the margins and angles a narrow an aggressive, tailored for an engine that gets refreshed and torn-down frequently.

Nothing like a man that knows his chemicals (Toluene) and beverages (Beer).

If you were to make a template, I would be interested in optimal port size/shape for use with stock valves. If I get to the point where I need heads with bigger valves, I'll probably use one of the performance vendors. I'm merely interested in taking the "poor man'*" route at this point in time.