Nope. I have run many configurations of hx35/40 stuff but not any particularly from power driven. I also have never run a k27 so i can't comment about them but they seem very similar to the s300g I ran for a long time just a little bit smaller.

@@bcbloc02 ok, thanks. I'm helping my kid put together his 1990 12v, and just looking for advice on turbos. He has a scheid injection pump, 7.3 intercooler, Hamilton valve springs, stock injectors for the time being, hvlp fuel pump. Won't ever tow more than 8k-10k if ever that. And its a manual. Any advice? Definitely more of a street truck for him

@@frankventura6710 you going for fuel mileage and drivability or ripping and running more?

Somewhere in the middle, if that exists.....

well for good fuel mileage good power and low egt the 174430 S300G is the way to go in my opinnion if you aren't shooting for over 450rwhp. If you want a little better spooling but with a little less power and egt control go with the K27. If you want all out ripping performance and don't mind a bit of lag and less longevity then the 60-64 aggressor

@@RW-kd4gx You adjust the dressing angle on the stone to get the proper seat width for the valve you are using. The closer they are to the same angle the wider the contact patch the greater the difference in angle the smaller the contact.

Lots of preheating then with a stick welder.

@@elroyelblander6277 they are 9mm but they aren’t as prone to crack there as Cummins heads because the ports are further apart.

@@bcbloc02 👍👍👊

@@frednewman2162 no seats. The valve runs against the cast head as is.

How do you control the radius on the grinder wheel for the top of the groove? Seems like would need a pretty hard and narrow stone to do it consistent but I am sure it would leave a nice finish.

@@bcbloc02 Yes you need a hard wheel and dress the radius on the wheel. You may need to dress after after a few valves. If you get a cbn wheel you could do a lot of valves before you need to dress.

I will try to film it next time. Hopefully I will have the little Monarch available the next time I do some valves as its a lot easier to work with and film on doing small parts.

@@bcbloc02 👍

That really depends on the piston design. The deck surface isn't real thick where the chamber would go so if you cut a 1/4" into it for a good chamber it likely would break thru as its probably not but 3/8" thick at most. A pitty Deere didn't put an extra hundred lbs of cast in these heads where we need it so we could modify them to make 10 times the power they were designed for. Apparently they thought cooling and longevity was more important. 🤣

@@bcbloc02 I made a pattern to recast small block heads. I havnt had one cast yet.

I don't have any face mills with enough diameter to cut the full face of the head in one pass and I never like multiple passes on a sealing surface as there is always a slight variance in the surface. Also the facing slide is more rigid than the spindle so it gives a better flatter finish.

@@bcbloc02 I have a big facemill we put on the horizontals or the vertical cnc

Yes you are the king of cast iron welding. How about some details of the cast iron welding.

@@scottjones7279 2.375 and 2.250 customer machine not mine

@@edsmachine93 it is a nickel and iron mixed rod as you can see on the welded seats after grinding it matches very well to the regular iron.

@@ypaulbrown Hi Paul good to see you here as always 🤠

It is a combination of both in a typical engine

@@RodneyHayes-d3y depends on application. This one will try coolant only but if it leaks it can get filled.

Welding c.i. cylinder heads is black magic! Many have tried, most have failed. I think that’s the reason most racing heads are aluminum. Aluminum is easy to repair after a valve breaks. When I ran some combustion chamber shape studies, we had a good handle on port & valve sizes in what became the production 3.0L V6 Ford Taurus base engine. But I wanted to try some combustion chamber iterations. Didn’t have time (or funding) to make castings, but my manager said I could freelance some outside services. I knew a welder that did a lot of cast iron welding for AMC (back in the mid 1980s). He built a big firebrick enclosure and basically a heat treat oven on his big fabrication table, then proceeded to preheat my heads and weld the chambers on the table. I don’t know how he stood the heat. I couldn’t take 2 minutes watching him weld! We dyno’d 4 different welded up chambers for power without a single failure. Couldn’t run octane requirements, of course, but we went into production with a damn good cylinder head. I always argued that an ideal engine configuration would have an aluminum block and cast iron head. In the compression ratios we ran back then, to make an aluminum head engine deliver the same power as an iron head engine you have to run 1 to 1.5 points higher compression ratio to make up for the higher transfer of the aluminum (about 4% different). If GM had spent about a buck on the Vega cooling system (a sealed radiator cap like Cadillac already had in production), the overflow bottle would have become a coolant recovery bottle - and the Vega overheating problem would have mostly gone away.

@@stevenslater2669 I have done some thermal coatings on head combustion faces and that usually always picked up some power. I use a lot of torch gas heating and welding one of these heads and it takes a bunch of time but once you get it hot ya got to keep going with it it definitely isn't something you want to do in stages.

@@DAKOTANSHELBY I haven’t heard anything out of him since early July. He had a lot of family stuff going on busy being grandparents and I think his mom not doing the best. I am sure he is just tied up busy.