An Esslinger ARCA head sitting on top of our Saenz 600 flowbench awaiting a flowtest

iI WILL BE IN SURGERY ON JUNE 19TH. I REGRET TO INFORM CUSTOMERS (WITH HEAD BUILDS CURRENTLY IN THE SHOP HERE) THAT ALL CYLINDER HEAD WORK WILL BE ON HOLD UNTIL I AM WELL INTO RECOVERY. I WILL DO MY BEST TO KEEP YOU UPDATED WITH MY RECOVERY STATUS BY EMAIL.

PARTS SALES WILL BE UNEFFECTED BY THIS, SO DON'T BE AFRAID TO PLACE AN ORDER! I HAVE SOME EXTRA HELP HERE TO HANDLE SHIPPING AND I WILL BE DOING EVERYTHING ELSE FROM THE COMPUTER UNTIL I CAN GET BACK INTO THE SHOP.

WE GREATLY APPRECIATE YOUR BUSINESS AND PATIENCE. WE HOPE IT WILL NOT BE AFFECTED BY THIS UNFORTUNATE INCONVENIENCE.

BOPORT RACING HEADS strives to deliver the most powerful cylinder heads you can buy. I am always looking for ways to take my work to the next level. I have a difficult time saying to myself that something is done or is "as good as it is going to get". As an enthusiast myself I am always trying to be on the forefront of cylinder head technology, looking for ways to make myself and customers go faster.

Every cylinder head that I port is ported to the best of my ability. Every job I do is custom tailored to your exact application. On my full port jobs I require a engine spec sheet to be filled out, as well as the vehicle specifications and its intended use. From consistency in port shape to the finish of the port, you will see a difference in a BOPORT head. There is no equal.

I take extreme measures to maintain consistency throughout the development process of a cylinder head. Consistency is an absolute must in this line of work. I have seen consistency issues with other cylinder head shops and the troubles it has caused them. If you can't be consistent, you have no idea if what you are doing is improving or hurting airflow/power. I use a Brzezinski flow fixture that accepts multiple bore sizes to simulate cylinder wall shrouding. This is often overlooked by other shops, or used as a marketing tool for their flow figures. Some shops will use a larger bore than what will actually be used on the engine to falsely inflate flow figures. I use the exact same bore size that will be used on the engine to simulate real time engine airflow. I would rather give out a lower flow number knowing that it will make more power once on the engine than the "other guys" work.

A finished Stage 3 BOPORT head ready for shipment

The cylinder head is the most important factor in power production. Regardless of the engine's size and/or boost level, the head is the limiting factor of how much horsepower you can make. I look at engine airflow as a whole system. The intake manifold, cylinder head, and exhaust must all work together in order to process the air and fuel efficiently. I feel the intake port is one continuous path starting from the plenum area, and exiting in the cylinder bore. The intake valve regulates air flow supply in relation to piston speed and position in the bore. Just because the intake manifold's bolt on and off, does not mean they are an integral part of the port. When flow testing, I commonly flow the cylinder head with the manifold on to better simulate what is really going on. I have seen characteristics of a port completely change once the manifold is placed on the head and flow tested as one unit. With this being said, it pays to have your intake manifold flow tested! This also holds true with exhaust ports. If possible I always try and develop exhaust ports on the flow bench with a pipe extension to better simulate what is really going to happen when the head is on the engine with a header bolted up to it.