HipMF said:

anyway, I'm glad you recognize the futility of doing port work without a couple spare heads, a flow bench, and a lot of trial and error. Most of what I've read comes from books on small block chevys written by David Vizard. Those heads respond the opposite of what you would expect, because most of the intake flow skips the short-side radius and flows across the back of the valve. Helping the air follow that path also helps improve swirl on the intake stroke. Of course BMWs don't have a (shitty?) wedge-head design, so I'm sure the rules are completely different. Regardless, unless you're running huge cams your main focus should be improving low-lift flow, since the valve spends a lot of time there. Getting the flow started early in the cycle is like getting a good run at the last corner before a long straight. 5mph faster through the corner means you're faster the whole way down the straight. A good valve job goes a long way...

Yep lol, I practiced on a cracked head but yeah without a flow bench all I can do is try and make it look intuitive to me. The car will be turbocharged, so I guess I can overcome poor flow by increasing the delta P haha.

From talking with Jim at metric mechanic you get the most improvements from the roof cut. Looking at pictures on the Internet that also seems to be what most people do.

I've been trying to almost square off the roof and blend in the bowl machining into the runner. Then also shortening the ramp to the valve and make it follow the flow more, instead of a ramping choke point. I think I'm going to take some more off to make it follow the radius of the runner into the combustion chamber.

Snap said:

I used wd40 as a cutting oil on mine for the gasket matching. Its cheap and works. Thats pretty much my only use for WD40, it blows for everything else besides "displacing water"

I see "bent valve" on the head, is this a practice head? Or what you are using for your build?

Yep, I was just using mineral spirits from the parts washer haha. 

This is "the" head. Out of the 6 heads i have this is literally the only one without scorn cam journals. The jounerals on this one are literally perfect. It came from a junk yard south of mke. I'm guessing it snapped a timing belt back in the day and has been sitting on that shelf for years. The shed it was in looked like it could fall down at any moment haha.

TehRaydarlover said:

it would be cool to flow it again after I'm done and see how much I killed the flow haha.

haha!

*ahem*

anyway, I'm glad you recognize the futility of doing port work without a couple spare heads, a flow bench, and a lot of trial and error. Most of what I've read comes from books on small block chevys written by David Vizard. Those heads respond the opposite of what you would expect, because most of the intake flow skips the short-side radius and flows across the back of the valve. Helping the air follow that path also helps improve swirl on the intake stroke. Of course BMWs don't have a (shitty?) wedge-head design, so I'm sure the rules are completely different. Regardless, unless you're running huge cams your main focus should be improving low-lift flow, since the valve spends a lot of time there. Getting the flow started early in the cycle is like getting a good run at the last corner before a long straight. 5mph faster through the corner means you're faster the whole way down the straight. A good valve job goes a long way...

.

I see "bent valve" on the head, is this a practice head? Or what you are using for your build?

Id like to think that it just increased tumbling and likelyhood of complete combustion.

Metric Mechanic puts grooves in their CC's as well. 

It looks like Jim McFarland Dimples are a thing too

On another note about head modifications, there is an interesting practice with grooving certain spots in the combustion chamber invented by a guy from India named Somender Singh.  Google dat.