I flowed an afr227 head and altered the position of the flow plate to see how it changed flow. Website www.wengines.com Email: weingartnerracing@gmail.com
Showing experiment testing is awesome. To me, that showed how short side flow is more imPORTant than long side. It makes sense with air moving faster on the inside of a turn than the outside.
Hey Eric, Tim here, i knew the raised plate (exposing the top of the port) wud hurt it......any intakes flow will really start AT the top/roof of the intake/port, bottom isnt that critical.....think about a cyl, pullin in a new charge......its gonna pull from the roof of the manifold, B4 it ever gets to the floor, as its the easiest path, just like electricity......overall, it proves that a properly gasket matched intake, sitting properly on the heads, is HUGE........back in '82, my brother had a '68 Firebird race car......intake was a Torquer, heads were iron #62 Pontiac castings, heavily ported, so then was the intake....his guys, PINNED the intake to the heads....so they saw each other properly......just like heads have a dowel pin, his intake had same......ALWAYS perfectly lined up.....the car Kicked ASS, for the time (again '82) ......mid 10's at 135......rather killer for an iron headed Pontiac, in 1982!!.......GLAD you did all that testing, i stayed for all of it, as i was wanting the raising of the plate, to prove my thoughts......ROOF is more important than floor, on head/intake port entry.....LOVED it my brother, sorry i yak so long.....PEACE to you sir, OH, and toss us a Bishop update soon.....i'm into his progress!!!....ok, PEACE!!
The flow goes for the shortest path. At the bottom of the port the air travels a lot slower than the top, in your setup. BUT, when you add a full intake port to it, the laminar flow has more distance to form, so the bottom starts to have an effect. Still not as much as the top, but a lot more than just a plate. This is why you need the whole deal. From the stack/air box, to the carb and intake. If you simply modify the last bit before the valve, you actually slow the air speed down before the valve and may drop some fuel from suspension. If you only slap a giant carb with shiny intake on your stock port and valve, you lose the venturi at your jet location, killing your low end and AFR. To make noticeable gains, you really need to take the path as a whole, from the air box inlet to the tip of the exhaust, with adjusted cam profiles to match the air velocity. And the air wants to go straight, until it doesn't. The valve pulse creates a wave that travels upstream, and the flow reacts to that with oscillating wave. With certain rev number the torque drops, and with another number it jumps. This depends on where inside the bowl the oscillating laminar flow hits. At jumps, the flow goes right through the valve opening. The other effect to this is the exhaust, that also needs to be tuned with valve profile. It can either push or pull during the overlap, affecting the chamber fill and torque. "A step here or there doesn't count as long as everything is big!" No. Every step counts. Every shape counts. A port flow number is just a number.
Well demonstrated. Also to be noted, any fuel running on the floor will have shear at the mis-match if the step is at the bottom of the runner. That might help fuel quality
Was hoping to see something I haven't seen...I've got years in this and thousands of hours messing with the entrance....I never thought it was worth the time...untill I needed..one or two more numbers better
Jay Brown showed that when ford mixed low riser and medium on the cobrajet with the mis match on the port floor it didn't matter and at lower hp levels it could possibly help.
For the life of me I could not get 1206 to seal for long. I swapped to 1207 trimmed the roof of the port and been burning clean now for months. Dragon slayer heads
Showing experiment testing is awesome. To me, that showed how short side flow is more imPORTant than long side. It makes sense with air moving faster on the inside of a turn than the outside.
Hey Eric,
Tim here, i knew the raised plate (exposing the top of the port) wud hurt it......any intakes flow will really start AT the top/roof of the intake/port, bottom isnt that critical.....think about a cyl, pullin in a new charge......its gonna pull from the roof of the manifold, B4 it ever gets to the floor, as its the easiest path, just like electricity......overall, it proves that a properly gasket matched intake, sitting properly on the heads, is HUGE........back in '82, my brother had a '68 Firebird race car......intake was a Torquer, heads were iron #62 Pontiac castings, heavily ported, so then was the intake....his guys, PINNED the intake to the heads....so they saw each other properly......just like heads have a dowel pin, his intake had same......ALWAYS perfectly lined up.....the car Kicked ASS, for the time (again '82) ......mid 10's at 135......rather killer for an iron headed Pontiac, in 1982!!.......GLAD you did all that testing, i stayed for all of it, as i was wanting the raising of the plate, to prove my thoughts......ROOF is more important than floor, on head/intake port entry.....LOVED it my brother, sorry i yak so long.....PEACE to you sir, OH, and toss us a Bishop update soon.....i'm into his progress!!!....ok, PEACE!!
The flow goes for the shortest path. At the bottom of the port the air travels a lot slower than the top, in your setup. BUT, when you add a full intake port to it, the laminar flow has more distance to form, so the bottom starts to have an effect. Still not as much as the top, but a lot more than just a plate. This is why you need the whole deal. From the stack/air box, to the carb and intake. If you simply modify the last bit before the valve, you actually slow the air speed down before the valve and may drop some fuel from suspension. If you only slap a giant carb with shiny intake on your stock port and valve, you lose the venturi at your jet location, killing your low end and AFR. To make noticeable gains, you really need to take the path as a whole, from the air box inlet to the tip of the exhaust, with adjusted cam profiles to match the air velocity. And the air wants to go straight, until it doesn't. The valve pulse creates a wave that travels upstream, and the flow reacts to that with oscillating wave. With certain rev number the torque drops, and with another number it jumps. This depends on where inside the bowl the oscillating laminar flow hits. At jumps, the flow goes right through the valve opening. The other effect to this is the exhaust, that also needs to be tuned with valve profile. It can either push or pull during the overlap, affecting the chamber fill and torque. "A step here or there doesn't count as long as everything is big!" No. Every step counts. Every shape counts. A port flow number is just a number.
That’s about what I expected with the air crashing insp the top like that. Another cool test Eric, thanks!
Well demonstrated. Also to be noted, any fuel running on the floor will have shear at the mis-match if the step is at the bottom of the runner. That might help fuel quality
That was great information, thanks for sharing, all the best to you and your loved ones
I think you need to revisit this on a set of small bore cathedral port gen 3 LS heads where the height is so important
Was hoping to see something I haven't seen...I've got years in this and thousands of hours messing with the entrance....I never thought it was worth the time...untill I needed..one or two more numbers better
Lunch N Learn, excellent review!!
You are changing speeds in different parts of the port and direction. And maybe tapping on the adapter replicates a intake pulse?
Jay Brown showed that when ford mixed low riser and medium on the cobrajet with the mis match on the port floor it didn't matter and at lower hp levels it could possibly help.
I would think that the misalignment at the floor would also reintroduce any puddling fuel back into the airstream which should make more power
What would that same test with the best performing manifold bolted on do?
For the life of me I could not get 1206 to seal for long. I swapped to 1207 trimmed the roof of the port and been burning clean now for months. Dragon slayer heads
I’ve found obstructions to the roof of the port cause the most drop due to higher airspeed being on the roof of the port.
Have ya seen any LT stuff yet Eric?
Nothing wrong with clamps if you are a machinist and have multiple dowl locations to test dowl shift and make your own fixture plates with seal.
Dart 200 SBC heads flow the best...smaller port runner....shape it we're you want bc of so much more material to work with
LOL I feel like that I do not port cast iron heads was pointed at me even though I asked you to port an aluminum diesel head 😂
Who makes a decent factory replacement lm7 intake valve 1.89"
Ill double spring exhaust
Why don't you just use a mic on the other valve? why do you even need two springs?
Because I flow the exhaust as well.