You even told him that the cams are not finalized yet. About Main bearing clearance, where should they be as well as rod bearing clearance lol.

 

this been tested on a ported head yet?

 

yea that guy needs to kool down....smooth way to sneek your question in there lol

 

no they went back to a stock head a while ago I THINK it is because there is little gain

 

I wouldn't be able to help you on that one. I've never set up one of these bottom ends. Ryan assembled his, and Todd builds most of our engines.

 

There is significant flow gain to be found by porting the head. The issue is combustion efficiency. BSFC is increased, throttle response is adversely affected and tuning becomes more complex. The gains were not worth it when we can already max the fuel system on the stock head. We are planning to work on the ported head some more in search of a design that adds flow without so much harm to the DI combustion process.

 

thanks for clearing that up.

 

wow. Someone pm him an e-tissue

 

I've gotta take the head off soon so I can have a look at a possible injector issue, I scoped cylinder 3 but I can't get the camera to make a 120 degree bend in such a small space. I figure while it's out I can at least go ahead and match up the ports and maybe do some polishing, I can always flow test the head at a race shop to get all the ports as close as I can. I just think this is an excellent solution to nip an EGT problem I've been having on the track. Making the same power at lower boost is right where I want to be.

 

See you have to be carefull on this head. There is humps in the intake runner and I know of someone who removed them and the car would barely run afterwards. Be better off letting someone like ZZP do the research first, and have them do it.

 

this.

This is why many cam installers degree the cam before completing installation. There are always variances.

 

I don't doubt that, I'm looking for the GMPD build book, having a hard time finding it. But really, it's not that different than a duramax head, they are almost the same...the air velocity creates the effect not the runner volume.

 

You can remove the injectors without taking the head off. Once you remove the intake manifold, it's right there.

 

^^^^Matt's right as usual. It's about a 3 hr job to pull the rail & reinstall everything the first time you do it. If you pull the injectors off, you need a new set of teflon seals and a sizing/install tool & mani gasket as it's a crush metal gasket. While you have the intake mani off you can check/set the orientation of the knock sensors to 9 o'clock as the build book suggests.

 

Yup. knocking down the short turn intersection, err I mean radius has a serious effect on the placement of fuel in the chamber. A complete re-design of the intake port would require a re-design of the piston as well.

 

Is the knock sensor clocking recommendation the same on the LNF since it uses 2 knock sensors instead of 1?

 

Bumb for later.. man i've been away a long time!! New cams phasings and such.. wander how the BYT/Vince tune is doing now. lol...

 

matt i know you guys probably dont know yet but is there any chance you guys will offer a ported head maybe as a core exchange program or something.

 

I am sure they will at some point. But like Matt said you can make 500+ on the stock head.

 

Yes, 9 o'clock. That's what I have read on a few forums. I can't find it in the service manuals yet though. My 3-4 was at 4 o'clock before I pulled the intake mani, 1-2 was ok. I have to say it reduced the midrange mid load false KR on 3-4 a bit on mine. Not a lot, but some.

EDIT: Found it in the 2009 Service Manuals, pg 9-503 & 504...

Note: Rotate pigtail 90* from vertical before securing the fastener.

The graphic shows it at the 9 o'clock position.

 

yeah im going for 7

 

u need more then a s252

in for your build

 

I just want 10.50's and 5-550 is plenty for that. 700 is alot lol.

 

a 362 would work tho

 

That's what I'm looking for as well