It kind of all comes down to that. Not to sound stuck on bike metaphors, but
we used to say the hot setup was a stock bike and a hopped up rider. A great
driver can't really make up for a completely non-competitive car, but a
mediocre one can't do anything with a competitive one either.
Of course while I'm preaching about being a little more nuts with the
throttle, I'm writing with aching ribs--got a little carried away
windsurfing this afternoon and did a gainer with a half twist into my sail.
Oh well, sure is fun.
-----Original Message-----
From: owner-fot@autox.team.net
To: fot@autox.team.net
Sent: 12/9/2003 7:44 AM
Subject: Re: Cylinder Head Flow
Machining the outside port edge and inserting a sleeve works very well
for
the early heads. Those heads (early ) were machined with a ball mill
so
that there was not a chance of the manifold overlaping the port
entrance.
Good theory, but dosen't get the job done for a racing engine. You
might
think about calculating the gas speed therough the ports as a better
method
of determining the shape. The speed through the valve is the fastest
due to
the restriction of the valve and from this I have in the past
recommended a
gradual taper to the valve so that the column of fuel loaded air is
increasing in speed up to the valve. Though this was not a mind boggler
in
the flow bench it proved to be the best in the dyno. OR, you can just
smooth
out the port some, do a careful valve grind and then go a half marker
deeper
in braking and save all the hassle.
[This originally had way too much included text and exceeded the list
message
size limit. I'm only a little bit nehind in admin stuff! mjb.]
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