There's a saying that when it comes to engine building, “the power is in the ports.” Airflow is the key to turning up the power output of any engine, and with choices in performance cylinder heads, there is plenty of flow to be had. However, when money is tight, budget constraints often dictate cylinder head selection. We see plenty of Mopar street machines running around with OE cylinder heads. Sure, a swap to aftermarket heads might be in the cards for later when the funds are available, but is that a reason to give up substantial horsepower right now? Port work can improve the situation substantially, but grinding on that old iron has its practical limits. Professional porting cost bucks, and unless the engine is being built for a class that demands stock iron, it's generally impractical. That said, is it worth pulling out the tools and giving the heads a little rework? If you can handle a grinder, the answer is almost always “yes.”
Even if you are paying for professional porting services, it might be worthwhile to consider the options. The key is to keep the scope of the work at a level that makes sense in terms of time, money, and effort. We have seen guys go nuts on factory iron, and produce impressive results, but that is not what we were after here. Our goal is finding the maximum flow gains for the minimal amount of work. To get there, we looked at practical steps that produce a big improvement with the minimum level of modification.
A good example is the set of OE Mopar small-block iron castings presented here. These heads are a part of a low-buck, mild 360 street rebuild project, and were fitted with OE 1.88/1.60-inch valves. A valve size upgrade for OEM small-valve heads is usually worthy of consideration, especially if new valves are going to be a part of the reconditioning process anyway. In the case of the Mopar small-block, an increase in intake-valve diameter to the early 340 engine's 2.02-inch specification is a low-cost and common upgrade.
The relative benefit of installing the larger valves will vary with how well the seat work is done on the head casting. We have seen installations where the valve seat was simply cut with a larger 45-degree seat angle, and sized with a 60-degree bottom cut. This kind of installation will hardly change the port throat diameter, and yield little if anything in increased flow, except at very low lifts. On the other hand, a professionally cut seat, sized to the valve diameter, including a throat cut at a minimum of 75 degrees will dramatically open the port's bowl. The point is that the results from installing a larger valve can vary substantially depending upon how the work is performed. For our heads, the valves were installed with a competition seat job, featuring a five-angle (30-45-60-75-82-degree) cut that makes the most of the larger valve's diameter. After machining, the large increase in the port bowl's throat diameter was readily apparent by the ledge left at the point where the newly machined area met the as-cast portion of the bowl.
After the seat work, the large protruding ledge left by the seat machining must be blended into the bowl. The stepped mismatch left at this point will represent a massive flow disruption, negating any potential benefit of the machining operation. To illustrate this effect, we flow tested the cylinder heads before and after machining. As seen in the accompanying flow chart, the high-lift flow in this form was clearly impeded. Since the porting carbide cutters need to be pulled out and put to work to blend the seat cuts, we wondered just how much additional flow can be gained by a few very basic porting steps.
1. Our subject heads here were a set of Mopar small-block 587 castings from the mid 1970s. Featuring 1.88-inch intake valves, these and other similar heads were very common on the majority of LA 360 engines. The idea for our rework was to gain the maximum performance for the least effort.
2. To quantify the results of the modifications, we used the SuperFlow 600 flow bench at Dr. J’s Performance. The same basic modifications and results can apply to many other Mopar cylinder heads.
3. Step one when installing larger valves is to set up the seat cutter to take advantage of the increase in valve size. Dr. J’s set the fixture to .005 inch under the major valve diameter. The actual cutter is a proprietary 5-angle tool custom made for Dr. J’s to their specifications.
4. Seat cutting equipment is the only way to go for an accurate valve job, especially when removing large amounts of material. Old fashioned stones have no place in this type of work.
5. The cutter completes all five angles at once for a consistent form. It’s easy to see how much larger the throat diameter has been made by the large step remaining in the casting below the machine work.
6. The outside diameter of the seat measures 2.0115 inches, taking advantage of virtually the valve’s entire diameter, while leaving a small tolerance. Beware that some machinists will cut the seats significantly undersized.