![]() Notice that you need to be very careful about how much material you remove in the bottom - there have been plenty of first-time porters who tried to “remove the hump/raised” area. There is not a huge amount to be gained in the bottom of the port – it is the top (short side) that stands to gain the most. Yes, there are many variations, but this will give you the basic idea as to where you need to rework the port, how you’re really trying to rework the short-side flow, etc. The next picture is one that I’ve reworked to show you the basic areas that you need to concentrate on – for a race type intake port job. Take some time to really study this picture - it Sides - while the cut-away dimensions show the top, bottom, back of The dimensions on the side walls show you how thick the ports are on the Port looks like, with dimensions to show what you have to work with. Here is a cutaway of a 40’s era 59L type block - showing what the stock Knew what the port actually looked like – to see just how much I had to Just plain scared about half the time I was working. Honestly - it was a lot of trial and error, asshole puckering and being When I was doing my first heavy port jobs, all I could thinkĪbout was “I wonder if I’m going to go through and hit water?”. Really hard to understand/imagine just how much you have to work with. Installment #1: Understanding the flathead intake port It is Polish and port-match article - this is not it! īored/stroked, big cams, with light cars, race gears, etc - the type Just to let you know, I typically build pretty hot engines. it allĭepends on what you’re trying to accomplish, what the rest of the engine ![]() Is no ‘standard port/relief’ job that works for everybody. Have the rest of the engine combination (cubic inches), etc. Worse (from a stop sign) – especially if it is a heavy car, didn’t Port/relief jobs I’m going to show would actually make your car run Port/relief job you do for a very hot street engine is very different (with an air grinder) and use your own common sense. There are MANY ways to port/relieve a flathead - you need toĭecide the type of engine you’re building, understand your capabilities People who have really made flatheads run - and learned a LOT along the Seen all the pictures, read all the articles and hung out with some To it over the next few months and hopefully finish it in early 2010.īackground: I’ve read just about every dang article out there, ![]() so if this is valuable,ġ) Multi-Part Series: I’m going to start this thread, continue to add I’m not going toĬlaim to have the definitive answer to anything flathead related. Of crap, it is up to you to decide what to take away. in theĮnd, it is like going to the Fortune Teller - she tells you all sorts I guess the only reason is that when I first got intoįlatheads (35 years ago), I read EVERYTHING I could, bought every oldĭIY mag, studied everything, talked to all the old racers. given the wealth of knowledge, posts and opinionsĪvailable. One has to wonder why I’d even waste/take Author: Dale “Bored and Stroked” Hays, Vintage Horsepower, been telling myself that I’m going to create “yet another” flathead
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