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Thanks for all the effort in the video making. Good guys and good info!

Great video content. I always tought the flow had to go like a waterslide. Not like a pinball machine. There is sooo many factors to check like clearly explained by experts here. The balance between FLOW/PRESSURE/VELOCITY IS ALL CALCULATED WITH YOUR APPLICATION. Im no expert. Actualy Im a nurse who know more about the importance of a healthy body to keep all the vitals within the specs. If your running a marathon, you want good low RPM torque. If you sprint the 100m. You need the max high flow to feed the muscle as fast as possible. It's exactly basicaly the same principles as a engine. If you push it too much, it breaks. And any engines that it brand new eventualy worn down gradualy. Even the best builders know racing is hard on the components. Carbon and bad fuel mix clogs the flow little buy little. The main thing is that you love what you do to make it the best you can. Money as nothing to do with proudness. It pays only the bills. Not the soul. Dont forget your dealing with the engineers creations and making it better!❤

Outstanding video! The technical information you provide on the science and rationale behind the decisions are excellent. I learn something new with each new video you post, Allan. A big shout out to Bill on sharing his wealth of knowledge and experience with us. The content, commentary, and editing in this video was fantastic. Thanks for sharing your knowledge and passion for engine building. I look forward to your next video.

I remember hitch hiking to 5th line to watch you guys race back then. beautiful car!

Great content! I enjoy all of your videos!!!Keep up the great work!!

My new engine will have a 4.610" bore × 3.76" stroke with 6.535 rods.

Bearings seem to last longer in balanced engines above 6500rpm

The T/A mopar was better.

Nice to hear you say zed instead of zee too, thanks.

Great information, you should look each way when going through traffic light intersections though.

So much great information and knowledge, applicable to not just SBC engines. I only hope the people who can really use and can learn from the knowledge offered here are watching and not just blindly hoping. grinding, polishing, potentially wasting time, money and power.

Keep up the great content! You do very good job creating interesting content.Thanks for keeping the videos interesting. I always can’t wait for the next one. Thanks to Bill for his expertise. Thanks to Golds garage!

Like your videos. But they are not zed/ 28s they are Z/28s. Lol.

I can't do it in 40. Workin on it.

Why are you driving a Ford?

I also have a steel 3 in stroke small journal crank with the round flange with the notch like those DZ big journal cranks

I have a fall 66 327 two bolt small journal block for the first new model year for the 66, 67 Camaro it's .030 already and someone put a Mallory balanced 283 steel crank in it to build a 302 + .030

I didn't think a 205 intake valve would fit, and lesve enough metal between the exhaust valve. We never went psst 202, but then I'm no expert on such things, and I haven't messed with anything like that in a long long time. But I do love a 327, with all the right pieces, and 302 sound real sweet between 5,000 to 6,800 rpms. Nice to see some folks that still appreciate the little mouse motors, and believe in what they're capable of doing in the hands of the right person

I really enjoy your conversations and work done with Mr. Little. He is one of those men with so much knowledge a seasoned professional could learn more in three hours spent with him than a person could learn in three years working alone.

10:15 Rod ratio, or rather optimum rod ratio, is folklore. If you build an engine with excellent heads and cam, compression, etc. and an identical one with a 0.250" longer rod any power difference is going to be in the range of margin of error for the dyno.

WTF is a ZED28??

I’m building a new engine for my 68 RS/SS Camaro and keeping the original on a stand becuase I don’t want to risk blowing it up and I’m building a sbc much to hot to risk on the matching numbers block that’s low mileage under 100k

Learned so much last time from Bill glad you went back😊

I agree with Bill the 95% intake port needs a 2.05 to fix it.

addenda see eric Weingartner's site todaday for some more sbc iron tests. IMHO only run iron if required by the rules or you are doing a matching numbers restore build

Thanks for posting. Casting my vote for all new springs Im sure Joe has already decided to. The problem with springs today is where the wire is coming from. Having manufactured springs and setup spring coilers wire quality can be and issue today. I enjoy your videos. Bill reminds me of my late uncle. So more content from him please.😊

Good stuff guys.

I have ported many heads, and plenty of them were cast iron. Monotonous yes, dirty yes, time consuming yes. You should wear protective gear not only for your eyes but also your lungs and ears. I know ! Working in a set of Aluminum heads now for a client.

Keep feeding the videos !!!!! Thank You AG & Bill Very good information Thank you for taking the time to share info like this

My world revolves around old Chevy's and the gen 1 SBC. I still own Bill Jenkins book, and many others from back in the days! The factory Chevy Power manuals are an invaluable resourse too. Great video content Allen Gold and Bill Little !!

Great test! Are you going to show the numbers after Bill fixes them? Im sure he doesn't want to give away sscrets, but the numbers would be neat to see. Thanks !

Alan and Bill. Good job, excellent viewing. just a quick question. Bill you are an expert, you take 40 hrs to do iron heads. Is it possible to see a good improvement doing it as a novice and no flow bench if conservative. obviously get a valve job with intake back cut at machine shop. love watching you guys. Was surprised about the Ford too.

Really like Bill's explanation of cam timing/duration, according to cylinder head characteristics! Sometimes, less is more. Matched parts, is key. Bill, is super knowledgeable!

Tastefully done. Many of these cars from all of the manufacturers were butchered up in the guise that "we could build them better than the factory", and many of those cars have rotted away and are rusted out basket cases. Fortunately by staying in touch with the fellow you sold this car to you were able to get it back and being older and wiser have restored this vehicle to your tastes that have come full circle with age and wiser as well. As a former street rod dude who just had to have the usual hot rod stuff, with age I have the same outlook on what is best for these older vehicles.🥸👍👍👍👍👍👍

David Vizzard ported the double humps, they out flowed AFR after market heads

If I remember what I read in Grumpy's book many years ago the optimum rod length to stroke ratio wasn't a fixed quantity. It depended on the size of the cylinder head intake port and intake manifold, displacement and desired rpm range.

I think the local dirt track racers here used up all of those heads 40 years ago.

This is such a wonderful channel. Knowledge and experience. Thanks to both of you!

At Bill's glad he is starting at .050 very important as are sunken seats (used to hide overlap) or different valve angles. I first worked on 327 heads pre introduction in fall of 62 for the 452 (4 1/8 x 4 1/4) for the life of me I can't remember if we ran the new 327 heads or the fully modified 283 "fulie" heads.

318 and 340 have same stroke...302 worked better in a mid 60's bonneville build with longer rod, shorter lighter piston, roller cam, hilborn injection

i have a few Cheve books from Bill Jenkins and Davis Vizard from the 70's, amazing stuff

Thank you so much for making and sharing this video = I have never seen this test done before! So much to learn about porting and air flow and cylinder heads. The engine is an air pump and there are so many factors involved with how an engine works!! Very interesting indeed!!!

there is no need to compare heads. Eric Weingartner has already done every head out there cast and alum. on a flow table and Dyno with numerous intakes and spacers and carbs and has all the graphs here on YT.

nice car, nice color

good info

Good Video Informative.

Thank you. I'm guessing that my heads will flow similarly. I'm using the Chevy Performance 492 camel hump heads with .202 intake valves and .160 exhaust, and 18 degree angle milled to 51.5 cc chambers. They have not been ported.

I'm in the process of building a SBC 400. I'm using Flo tec cylinder heads should drill steam hole or not. This going in a street rod. I love your videos. Thank you.

someone told us that in the mid west, every farm kid bought what their neighbor did, so one Z became a town full. Dads bought a caddy. We heard too that some gas farm equipment had HP stamped blocks , 3 tons had LT1 cranks in them

THIS is why I love this channel so much! He covers the things most hot rodders are curious about but no one has answered yet. When he said that the throat was at 95 percent I cringed but it did better than I thought it would. I learned about the valve to throat ratio probably less than ten years ago. Out of all the reading and research I’ve done on engines and cylinder heads I don’t recall the throat area ever being talked about much.