Emilio, can you expound on the effects a ported cylinder head will have on gas mileage? I am more than willing to spend $8,000 on a built N/A longblock but I am not willing to sacrifice the fuel economy that I enjoy so much today. I appreciate that you are working hard to improve the power of the engine, but I think there is a significant market for a set of camshafts that also retains OEM-like fuel economy.

Furthermore,

 

What? Nobody cares about gas milage. How will this affect my throttle response?

 

This reminds me of the time our intern left his Facebook logged in on his computer and left for lunch.

 

Well,

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Pretty basic really.

 

You magnificent bastard, my Logitech K350 may not recover this time

 

E-mail sent last night

 

Emilio, how much material - as in grams of aluminum shavings - is removed from the head during the porting process?

I was told 650 grams of aluminum was removed from my 1.8 head. (Or, it could have been the head, intake mani, and the TB, I do not remember exactly)

 

...

 

Now you sound like me!

 

I put a ground strap on the throttle body. It's way better now.

 

Yes, that weight reduction over the nose of the car is important.

 

Bro...can you come to my house and do that to my car? I sux with electronics and throttle response is very important for heel-tow downshifting on the track.

 

Don't bro me, bro. Do you think I'm going to give away my super secret race winning (read: HPDE 1) tech?

 

I heard that if you put a ground strap THROUGH the throttle body, it adds 25 horsepower at idle...

 

 

This thread needs some moderation up in herr

 

And then everybody died from carbon monoxide poisoning.

 

Emilio can you comment on reliability compared to a stock head. My thoughts are that it's comparable. Meaning for a guy that street drives/ occasionally tracks this offers an exceptional value for bolt on whp.

 

Dunno really. We haven't looked at specific A/B between a built head and a stock one. Higher shift points increase wear regardless of how the head is built. Generally, we never wear out the race heads. We either break something elsewhere, or make a classification/spec change so the head comes out still healthy.

Overall, the increase in wear from higher shift points, not from how the head is built. That said, a stock head can't tolerate money shifts without bending all the intake valves. We also see a lot of seat wear on OEM heads that are being shifted at 7200-7400. The race heads with better valves and stiffer valve springs don't seem to have any wear at those ranges. The heads we've built that have dozens of hours above 8000rpm still look good. A stock head shifted at 8000rpm + would have a life span measured in minutes.