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 Old 03-17-2017, 11:29 AM   #81
 
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That's usually the case with most applications. Duration and lsa changes will almost always pick up more gains than just lift. But there's never a drawback to lift other than needing proper clearance/upgrading parts.

Lots of people advocate that you shouldn't run cams with overlap on turbo applications because you "lose boost". The reality is that you won't suffer from overlap on a turbo application until you run LOTS of overlap. What you end up doing is sacrificing efficiency of the turbo in order to gain more flow. By spinning it faster you can hold your pressure ratios the same as you did before but since wheel speed goes up efficiency goes down. In the end you'll still pick up sizable amounts of power. Superchargers on the otherhand are a different story because their speed is fixed so any intake charge pressure you lose out the exhaust can't be gained back.
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 Old 03-17-2017, 11:31 AM   #82
 
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True but we have something else to worry about: Spraying DI fuel directly into the exhaust stream. That's the main reason why I've designed my cams with the smallest amount of overlap possible; not really sure when the injectors start the firing window so better to err on the side of caution.
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 Old 03-17-2017, 11:36 AM   #83
 
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For your application that's understandable. I won't be spraying that late since I can get enough fuel from my PI and 6th port.
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 Old 03-17-2017, 11:52 AM   #84
 
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I'll be using 6th port myself, but on full corn it will get to 100% IDC pretty quickly and that's why I'm concerned about spray window.
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 Old 03-17-2017, 12:56 PM   #85
 
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I think you might be okay if you run some large (2200cc) injectors.

Note: might = total guess off the top of my head.
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 Old 03-17-2017, 04:06 PM   #86
 
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I meant spray window for DI in relation to cams and shit.
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 Old 03-17-2017, 05:42 PM   #87
 
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Yea I meant if you run large enough injectors on the 6th port you might not have to spray super late.
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 Old 03-17-2017, 05:57 PM   #88
 
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Right, I get that. I already have a pair of 1500cc ones which should be more than enough for my goals.
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 Old 03-18-2017, 09:09 PM   #89
 
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Post #2 updated with exhaust flow numbers. Will add examinations/notes/etc at a later date.
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 Old 03-19-2017, 01:21 AM   #90
 
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Lol exhaust flow numbers lost 30+ hp on the sim...very sadface.
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 Old 03-20-2017, 07:08 AM   #91
 
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Averaged flow data for those that want it:
Attached Images
File Type: png mz6 headflow.PNG (38.3 KB, 198 views)
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 Old 03-20-2017, 12:06 PM   #92
 
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Added wall of text to post 2.

TL; DR: Be happy with your stock head. Or don't be and actually read what I wrote.
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 Old 03-20-2017, 01:20 PM   #93
 
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So the TLDR for headwork is dump the bump on the intake side, go full retard single runner if you want 4 digits and gasket match the hotside....Sound about right?
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 Old 03-20-2017, 01:24 PM   #94
 
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Originally Posted by Enki View Post
So the TLDR for headwork is dump the bump on the intake side, go full retard single runner if you want 4 digits and gasket match the hotside....Sound about right?
I don't want to jump to conclusions yet, but for the most part yes. That bump on the intake side may not be as detrimental as you think. What really chokes it up is the sharp cliff on the short turn. Also, keep in mind that single runner stuff isn't just for uber high power builds. Going single runner reduces pumping losses with minimal loss on intake charge velocity. As for the exhaust side that's pretty much right, though I'd use the term gasket match lightly. Depending on your manifold design, not all 4 ports may want the same exit shape.
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Damond Motorsports = PS Cooler - RMM - PMM - OCC
VersaTuner = Versatune
Clutchmasters = 850 Street Twindisk
Corksport = RDM - CBE - RSB - TMM Insert
Turbine Tech = Forward Diff Mount - FMM
CP-e = Exhaust Manifold - Injector Seals
PTE = JB 5862
JMF = Intake Manifold w/Custom PI
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Forge = V2 BPV
Tial = 44mm WG
Autotech = HPFP Internals
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Bilstein = B6 Shocks w/Eibach springs
Grimmspeed = EBCS
Technafit = SS Brake Lines - SS Clutch Line
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 Old 03-20-2017, 01:32 PM   #95
 
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So the small radius in the intake port to valve area is probably the most important part to smooth, not the big lump that looks like it's in the way of everything. Got it.

Also anyone running a FR mani has a gasket matched mani already, and could make use of a gasket matched head. Sorry for being vague on that; speaking generally about what I know about (my build, similar parts on other cars, etc).
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 Old 03-20-2017, 04:52 PM   #96
 
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Originally Posted by Enki View Post
So the small radius in the intake port to valve area is probably the most important part to smooth, not the big lump that looks like it's in the way of everything. Got it.

Also anyone running a FR mani has a gasket matched mani already, and could make use of a gasket matched head. Sorry for being vague on that; speaking generally about what I know about (my build, similar parts on other cars, etc).
Yes. The short turn is always the most important and sensitive part of a port.

The reason I say lightly is you may not want to exactly match the gasket. Depending on how your runners are angled in the mani inlet will determine if it'd be more beneficial to gasket match a portion of the head into order to direct exhaust flow more efficiently. Instead of thinking of it like matching up the ends two pieces, think of the head and mani as one whole piece and what its most efficient shape would be for the runners.
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2006 Mazdaspeed6 GT Crystal White Pearl #07141

Damond Motorsports = PS Cooler - RMM - PMM - OCC
VersaTuner = Versatune
Clutchmasters = 850 Street Twindisk
Corksport = RDM - CBE - RSB - TMM Insert
Turbine Tech = Forward Diff Mount - FMM
CP-e = Exhaust Manifold - Injector Seals
PTE = JB 5862
JMF = Intake Manifold w/Custom PI
Kozmic = Downpipe - 6th Port - EGR Delete
Forge = V2 BPV
Tial = 44mm WG
Autotech = HPFP Internals
HTP = 4" Intake - Battery Tray
Bilstein = B6 Shocks w/Eibach springs
Grimmspeed = EBCS
Technafit = SS Brake Lines - SS Clutch Line
Enkei = EVOX GSR 18x8.5 +38 - NT03+M 17x9.5 +38
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 Old 03-20-2017, 08:22 PM   #97
 
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Pretty sure they are straight, with bends shortly thereafter. Not angled.

Edit: At any rate, it's too late to change shit as far as that goes.
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 Old 03-23-2017, 02:42 PM   #98
 
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More results, gasket matched the exit partially with a tad bit of floor work. This is what I'd consider a basic port job for our head. This is all of the low hanging fruit on the exhaust side, now I'll be going a bit further and trying to get flow @.400" as close to 200CFM as I can. I've got a couple more tricks that I think might work but we'll see. After I'm satisfied with the exhaust side I'm going to go back to the intake and touch a few more spots and then probably do the real deal on my usable spare head. I might try to quantify gains from a 5 angle but may not have time for that.

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 Old 03-23-2017, 02:46 PM   #99
 
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Originally Posted by Mazdazilla6 View Post
I might try to quantify gains from a 5 angle but may not have time for that.
Do your career racecar engine building buddies have any opinions on the longevity of 5 angle vs 3 angle job?
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 Old 03-23-2017, 02:56 PM   #100
 
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Multi angle seats won't affect seat life as long as you aren't reducing your seat face width or running an interference angle (ie seat face angle of 45° and valve seat angle of 46° etc). IIRC as long as seat faces are .020" or greater they'll last a while, also depends on the size of the valve. Larger valves need larger seat faces to avoid premature wear. Keep in mind there's other ways to pick up flow in that area like putting backcuts on the valves or changing/adding the throat angle.
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 Old 03-23-2017, 08:42 PM   #101
 
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Interesting; I as told that doing a gasket match on the hotside won't net any flow at all.

Edit: Is the gasket match data for gasket match only or on top of the smooth + thin data?
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 Old 03-24-2017, 04:27 AM   #102
 
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Originally Posted by Enki View Post
Interesting; I as told that doing a gasket match on the hotside won't net any flow at all.

Edit: Is the gasket match data for gasket match only or on top of the smooth + thin data?
Whoever told you that either has a very poor understanding of how airflow works or didn't even spend 10 seconds looking at the head. Stick your finger in each port and feel the first 1/2 inch of the port all the way around. It'll become pretty obvious how gasket matching that area picks up as much flow as it does.

On top, done in stages, so the chart I posted reads chronologically.
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 Old 03-24-2017, 10:29 AM   #103
 
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Well shit, it was someone known for their headwork (I guess) that completely ignored the fact I wanted the head gasket matched the first time and shipped it off without even touching the exhaust side.
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 Old 03-28-2017, 09:53 AM   #104
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the answer is ALWAYS gasket match.
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 Old 04-03-2017, 07:02 AM   #105
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I would have assumed so as well.
I guess I should have specified and paid extra for it.
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 Old 04-21-2017, 08:31 AM   #106
 
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I haz teh cutaways. Pics to come after I get them cleaned up.
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