Would getting the head built have any gains for N/A ? or is building the head show only gains for FI

 

Depends on what your goals are...

$/HP it's diminishing returns, unless on a race car or a 'bee'...
But you are going to hear that from most people here. This is the FI forum and we're slightly biased. NA is just too slow and boring. You floor it, change the CD, then shift. Sure it's fast compared to a Boxster, you can drop the top while waiting for the redline, but who said they had any balls to start with.

 

Nope. Not sure. I did, however, elect to go with Earl on my head and the service is second to none.

 

I would deal with Earl based on his customer service perspective. He treats others like he expects to be treated if he were the customer. Honest about time frame, very fair with pricing, and available to listen.

What more can you ask for.

 

Honsetly, I must've called Earl 10-15 times over the course of my engine/head build. He was always available and patient with my stupid noob questions.

 

Earl has answered tons of questions via email. I will probably be sending my intake, etc. to him this week.

 

Let's get this thread back on track.

Is anyone willing to share before and after flowbench results from a PortFlow S2000 head? PM would be okay if you do not want to post.

Thanks

 

Can you wait a few weeks? Unless someone else already has numbers...

 

Correct me if I am wrong but a bigger gross flow isn't necessarily better. Kinda like peak HP vs power under the curve.

I recently purchased some heads for a SB Ford and all the head manufacturers gave flow numbers at multiple lifts (valve openings) so you could see the flows at different lifts which translates into different throttle responses and power curves for each head.

I chose a head that, while it didn't flow as much at the most wide open position, flowed better up to the max lift which supposedly translated into more power under the curve. Since I didn't try 2 heads back to back I can't say for sure it did, but the new heads definitely have a very broad power curve.

I was able to get almost the same flow at a lower lift which is easier on the valves, springs and easier to maintain higher revs.

Now with the Ford I had the luxury of many different cam shafts so I picked a cam that had a lift profile to fit the flow profile of the head.

I know that velocity is a very important aspect of the equation and just hogging out the head &/or valves can sometimes result in less power because there is not enough velocity to charge the cylinder. Pressure from a turbo or SC can't make up for this inefficient design.

I am surprised that the exhaust is the bottleneck on our heads.

 

FYI...parts should arrive at Laskey Racing on 4/20.