Stage VI Head Porting

Hello everyone, Been awhile since I been on here. I am just looking for recomendations of someone who knows a lot about stage VI heads. My heads and intake have been ported but are still the standard ports. I am thinking maybe I need to open them up to max wedge and maybe there is some more room for improvement in other places. Also thinking of upgrading the cam and headers at the same time. Thanks



Matt

Dwayne Porter racing heads
He has done many stage six heads straightens up most associated problems with them .
He does excellent work .

I don't think you're going to be able to max wedge port those heads are pretty thin in the valve area spring cup .

Jim F

Yeah get a hold of Dwayne at Porter Racing and go from there. Good luck, those Stage VI heads tend to be a money hole. Hopefully you have a good set and he can get help you out.

I have actually been running these heads for the last 8 years so they have definately served me well so far. They were new when i bought them and had been totally worked over along with the intake. I was just hoping to get some more out of them. I have been head shopping and not finding anything much better performance wise with out breaking the bank! Thanks for the recomendations and i will be trying to get ahold of porter racing heads.

There’s some stageVI reading in the archives and some of Dwayne’s work. His porting on mine aided me in getting into the 9 sec zone in my old Mirada and they were far from a “max wedge” port.... it was actually a pretty mild, but strong 498 build. Kind of boring with a 5800 shift point . One thing that really woke mine up was going from the 4150 M1/spacer combo to a M1 RB Stage VI 4500 intake.

My last 2 engines had Stave VI heads, both had a bunch of work. These are the current set. I forget all that has been done. The were used in a magazine article I believe and were on a members spare race motor. As you can see the ports have been massaged some. From what I understand these head will work, they just require some modifications. I posted on them last year I think. If you search my user name you might be abe to find the info. Maybe somebody here can refresh my memory.

Anyone have any experience with the Trick flow power port 270? Any idea what kind of power can be made with them? Looks like they flow better then the Indy EZ? I would guess my combo now is somewhere around 650 HP at the flywheel. I cant see spending a bunch on new heads to gain 20 HP. I would like to be in the 750 to 800 range but would assume I need to go to a ported 440-1 to get there.

not if you are running some boost

750 hp should be easy with the TF 270 heads if you're willing to give it some compression and cam. My pump gas 470 engine made 750 to 775 hp depending on which parts I was testing. That was with out of the box heads and 2 inch dyno headers. We ran 50/50 mix of unleaded premium and Hot Rod 102. I wrote a bunch of articles and posts on the 270 heads so just do a little reading and you'll get caught up.

https://www.hotrod.com/articles/dyno-day-trick-flow-270-mopar-heads/

Here is a 505 with 270 heads. This one made 750 hp on the dyno and runs 9's in a B body car. It has a 270 @ 050 solid roller cam, 13:1 compression and a ported Wilson intake. Heads are out of the box. 2 inch dyno headers.

Here is a hot street 505 with 10:1 compression, 270 heads, ported Indy intake and a Holley Sniper. It makes 720 hp on pump gas with a Comp street roller cam.

Boosted doesn't fit my class and if I go boosted then it needs to make 1000+ and I need to change my Chassis.

My combo now is a 499 CI with 75 cc chambers is 12.52 to 1 compresson. The cam I am running now is a 272/275 @ .50 with .620 lift solid roller. 1050 Dominator with 5000 8" converter.



Any idea how these trick flow 270 compare to a heavily worked over stage VI?

What does the car weigh ?

3760 with me in it.

0.620 lift is holding you back a bunch. Put some more lift in it and you might be surprised. The duration is probably roughly correct but it depends on the lobes being used. Best to have a chat with Dwayne before you start spending money. Could be as simple as picking up 50 hp by switching to a more serious camshaft.

Is the Chapman (?) porting still available for these heads? As I recall those heads flowed really well.

The Chapman heads used specially machined castings and used longer valves than std stage6’s.

The main hurdle for big power with stage 6’s and bigger cubes is the lack of port area at the short turn under the valve spring.
The head is very thin there.
So, the smallish csa coupled with larger displacement means the motor is going to peak at a low-ish rpm.
It’s easier to make hp when there’s enough port area to allow the torque curve to carry well into the upper rpms.

If the OP’s heads are std port size, then there would(should) be a rather large increase in power going to a TF270 head and appropriately sized manifold.

If the current combo has MW sized heads and manifold already, then the gains would be less........ and would depend on exactly how well the current heads are working.

I can add this......... from an airflow standpoint........ I was involved with those heavily modded stage 6’s in the pics in this thread.
Those were the best non-Chapman stage 6’s I’ve tested.

The TF270’s outflow those.

Re-read the first post-


The std port heads can have the opening made into MW size, but they won’t quite be the same as the actual MW stage 6’s.
Those had relocated intake pushrod holes and used offset intake rockers(like what’s done with W2 and Victor heads) to allow the removal of the pinch.

Trying to get a set of std stage 6’s to be “comparable” to TF270’s will cost more than buying the TF’s.

Your Knowledge is amazing Dwayne

That is actually good news then. I think My goal for the winter will be the Trick flow 270 and a good max wedge intake and possible cam change and I should be able to pick up some power. Is there room for improvement on porting the trick flows? Would you be interested in porting the Trick flows and helping me with a cam choice? Thank you for the advice!

Can you share the rotating assembly specs? On the 270's, is the exhaust port raised and does it create any header problems? Was it built on a 400 or 440 platform?

Rotating assembly is off the shelf. I think that engine had a Molnar crank and rods and Diamond pistons. It is a 440 block with a 4.25 stroke crank. The exhaust port on the 270 heads is in the stock location or close to the stock location. I'm not aware of any header problems but who knows, most headers don't fit anyway so how would anyone ever tell?

Thanks Andy., you'll have to do a second edition book with the TF heads.