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Thread: Can Anyone P/P My Cyl. Head?
11-13-2005, 11:24 PM #1
Can Anyone P/P My Cyl. Head?
Does anyone here know of a respectable person or shop that ca do a good joc of port and polishing my 5MGE head in or near the Tampa,Florida area? Id do it but I dont want to f up and i cant start practicing on my spare cyl. heads for a while. Thanks.
11-15-2005, 04:30 PM #2
i guess not
11-15-2005, 06:18 PM #3
Call BYP in Miami. They'd know. www.back-yard-productions.com--Peter--
85 Supra P 6M-GE
11-15-2005, 09:16 PM #4
too far away but thanks anyways
11-15-2005, 10:11 PM #5CelicaSupra.com Member
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- Mar 2003
I have to add a comment here.
If you do have a head p+p,make sure it is done by a reputable shop,that actualy has a flow bench,and is VERY knowlegable.MOST people that claim to have done a p+p have not flowed before or after.Also,unless done correctly,more often tha not,you will actualy hurt the performance and flow characteristics.A mild port match,is all I would ever do to anything that was not going to be a full on track car.Have seen too many cars lose performance,because the guy doing the work,really had NO isea what he was doing.Bigger/smoother is NOT always better.Even met a guy at the drags,that kinda knew what he was doing,F up a set of buick stage 4 heads.Car lost 1/2 second.....to look at the heads,the work was beautiful.
The casting roughness is left on most heads for a reason.......it helps fuel atomization.Smooth walls can actualy cause the fuel to "puddle",not vaporize.On injected cars,this problem is usualy not as severe,as on carbed engines,but it can/does still happen.84 P-type, 7mgte, too many other mods to list, 20k miles on the chassis. 83 L-type, 7mgte/A340 swap, again, to much to list. 85 P-type, basicaly stock, DD.
11-16-2005, 12:33 AM #6
if you dont mind having it done with no flow test numbers and dont need it done right away, send me a pm. ill get you hooked up. dave does great work imho, but it takes awhile as he does it in his spare time. i beleive he is done with the actual port work on my 7m head, so i can ask if he is willing to port a head for you(he may or may not. depends how his schedule is). the port work he did for me is awesome. he is a very patient and detailed person. my head isnt finished, but thats only cause i have more hardware to buy for it before i can get the valve seats cut for the oversized valves.
11-16-2005, 01:23 AM #7
Flowbench is really a necessity as Junkie stated.
The other option is extrudehoning at ~$800...
11-16-2005, 05:29 PM #8
the only problem is all the shops around here probably dont even know what a flow bench is so im just going to look for more shops in the tampa area. Thanks for the info guys. William how long would it take for dave to p\p my head and how much would it cost if he could fit it into his schedule?
11-17-2005, 05:45 PM #9
I was wondering what your budget for p&p? The reason I ask is because when I computer model the head's flow it hardly seems to need it. It flows very well considering the choke point, which is unchangable.
One option is to look at the ports and compare the relative condition of one to the other. By looking closely you may see casting differences port-to-port. Making sure to avoid danger areas is number one. Number two is port match gasket-manifold. Number three is remove casting irregularities and excesses. I think you could do it.
Yamaha was way ahead of many in terms of swirl or squish. Current technology says the intake charge is doing four laps around the cylinder. I don't think there are many things that can be done to our heads that aren't a compromise. I haven't seen any dyno comparisons to back up any p&p head claims, can someone add to this?
5MGEs are seriously undercammed. That is the main problem, not port flow. A rough guideline for all-out racing is intake valve lift can approach .37 the valve's diameter which would equal a lift of .640! All the cams for, say a Toyota 20r, have lifts that high for that level of performance. In this respect our valve springs enter coil bind just before .700. So it's not the head, it's not the valve size, it's not really the springs even though they need higher seat force for higher lift and higher rpm. It is the relation between the cam and rocker that needs to be explored.
In the thread TRD cams:
Dave A. has developed this thought. I believe even more needs to be understood about the dynamics of the rocker arm design. We are almost there in terms of understanding. But the rockers are the missing link. Get rid of this worry and we can run some cams and start making some power.
Last edited by sarinas_dragons; 11-17-2005 at 11:30 PM. Reason: spellingKenny
11-17-2005, 08:34 PM #10
My 6m has a P&P done by Helmsman(Bill) from here-He did a great job-took his time port matching and and cleaning up-however, unlike some other engines, the gain you get isnt as large-I believe the dyno difference was around 5-7 hp-Cant verify this because I think he did some other flow work(RC T/B, Intake pipe, AFM) between his baseline and final dynos-We need more CAM-86 SDR-"Shuttlecraft" 16" Drag dr-27 wheels, Coilover/AGX/Celica Arms front, Camber Mod/Cut Springs rear, Poly Bushings all around, Whiteline sway bars, 12" Homemade bbk front and rear, Weir Diff bushing, Pacesetter with custom RABID CHIMP mandrel bent 2.5 with Flowmaster resonator, short shifter, 5m-GZE using upgraded sc-14 Toyota supercharger, with Custom RABID CHIMP piping..
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