GN1 R or TA aluminum ported head flow numbers

[Mr.Spool]

Port velocity a

ahhh,now we are talkingone of the reasons why there are 8sec iron headed cars

 

[dank GN]

You are misinformed as cfm will NOT determine the power of the engine it is the mean port velocity (airspeed )through port, but go ahead and stick with that theory

Okay so what you are saying is that a port that will has higher airspeeds will perform better then a port that can flow a greater amount of air with lower airspeeds?

 

[Mike T]

It's actually pretty simple. You need a good balance of velocity and volume.

 

[dank GN]

It's actually pretty simple. You need a good balance of velocity and volume.

That’s what I said aswell .

 

[gunzandgearz]

ahhh,now we are talkingone of the reasons why there are 8sec iron headed cars

Exactly the deal is the stage guys and the guys that are really heavy in this stuff and have fast cars and REALLY pay attention will probably get it others won't and that's okay I try to help people some people won't get it and that's all right by me

 

[gunzandgearz]

Okay so what you are saying is that a port that will has higher airspeeds will perform better then a port that can flow a greater amount of air with lower airspeeds?

What I am saying is that two Ports can flow the exact same CFM but one will make more power so if CFM is the reason behind the power then how is that possible if the CFM is what's determining the power of the engine

 

[gunzandgearz]

It's all about velocity fellows the valve throat area is the cork on the bottle that is what is going to determine how much air the induction system will move and that will be determined by bore size and cubic inch of the engine so basically it's the same Theory as boot pressure boost is just a number it does not determine the horsepower

 

[dank GN]

It's all about velocity fellows the valve throat area is the cork on the bottle that is what is going to determine how much air the induction system will move and that will be determined by bore size and cubic inch of the engine so basically it's the same Theory as boot pressure boost is just a number it does not determine the horsepower

It’s not all about velocity. There is a lot more to it then that but it sounds like you already are a expert on cylinder heads so you already know that .

 

[gunzandgearz]

It’s not all about velocity. There is a lot more to it then that but it sounds like you already are a expert on cylinder heads so you already know that .

nope not an expert but just happened to be good friends with a couple of the best induction system experts in the country you know those guys that design the heads for the top NHRA, NASCAR, and professional race teams in the country not something I'm bragging about but since you were calling me out there you go

 

[No disintegrations]

Another way to look at it. The valve is closing and stopping airflow. When it opens it needs to start flowing again. Time is wasting and it needs to fill as much as quickly as possible. The lazy port may make the same peak power but will be "peaky". The better average flowing port will have a fatter powerband in theory.

 

[87GN_Bart]

I was talking with a builder and asked which head flows best he told me you can get almost the same out of both heads,Champion or TA. However he said it takes less time with the Champion heads than the TA's but end result are very close.

 

[gunzandgearz]

Another way to look at it. The valve is closing and stopping airflow. When it opens it needs to start flowing again. Time is wasting and it needs to fill as much as quickly as possible. The lazy port may make the same peak power but will be "peaky". The better average flowing port will have a fatter powerband in theory.

Yep and that's where cam timing comes into play

Another way to look at it. The valve is closing and stopping airflow. When it opens it needs to start flowing again. Time is wasting and it needs to fill as much as quickly as possible. The lazy port may make the same peak power but will be "peaky". The better average flowing port will have a fatter powerband in theory.

Another way to look at it. The valve is closing and stopping airflow. When it opens it needs to start flowing again. Time is wasting and it needs to fill as much as quickly as possible. The lazy port may make the same peak power but will be "peaky". The better average flowing port will have a fatter powerband in theory.

Yes and that's where cam timing comes into play, if we get the cam timing right and use the valve overlap. Correctly we can help pull the intake charge through the port just as a valve starts to crack off of the seat by using the burnt exhaust gases exiting the exhaust valve. He used to be that you couldn't treat a turboed application like you do a naturally aspirated engine but since the turbos have gotten so much better and you have basically a 1to1 pressure difference you can treat these engines with the newer turbos just like you do a naturally-aspirated engine and use Ram tuning to your advantage

 

[hensleyt]

As boost increase do you need less overlap or more overlap?
And do you need to move intake valve faster or slower to keep air speed up to prevent stacking?

 

[rag231]

You have to move the valve in relation to piston speed. If you don’t you will have interference and smack it. This is when your piston to valve clearance , head gasket thickness, rocker ratio, piston weight, rod weight, crank stroke and weight, spring height, coil bond, spring weight, open and closed values of the spring, valve composition, valve size, push rods, lifters and a ton of other values and components come into play. So many other variables than just flow #’s. Think about this, if Champion built a set of CNC heads and there was class that allowed only untouched Champion CNC heads on a 109 and you had to think outside the box to go faster than the guy beside you because you know exactly what his flow #’s are, what would you do? Back pressure vs boost pressure , the goal is achieve crossover.

 

[gunzandgearz]

As boost increase do you need less overlap or more overlap?
And do you need to move intake valve faster or slower to keep air speed up to prevent stacking?

Any time you can get the valve off of the seat faster, it's better and the engine will make more power, that is within reason,the problem with that is it also has to slow down, now you're talking about lightening up everything in the valvetrain except the springs,they will get a lot stiffer to control the valve bounce and this gets expensive. Also the cam lobes get alot more aggressive and tend to want to throw the lifter off of the lobe at peak unless you have the super light valve train and super stout spring pressure.As far as the lobe spread as rag said all depends on combo, if you are running old school turbo with lots of back pressure,then normally you would want a wider spread lsa,but with modern day turbos you can treat the engine more like an na engine with tighter lsa's,but depending on boost you'll need to open the ex. valve sooner too allow the cylinder enough time to blow down as not too contaminate the incoming air charge,ie more boost the sooner you wI'll need to open the ex.valve

 

[turbo nasty]

Theres alot of misinformation in this thread.

 

[Ttype6]

CFM is the measure of the movement of something in relationship to time. How do you speed up the air moving through a port without increasing the CFM?

 

[Mike T]

I think the flow numbers on the fastest stock headed car out there will surprise you.

 

[gunzandgearz]

CFM is the measure of the movement of something in relationship to time. How do you speed up the air moving through a port without increasing the CFM?

So if I keep going up on the CFM measurement I make more power is that what you are saying or asking

 

[Ttype6]

So if I keep going up on the CFM measurement I make more power is that what you are saying or asking

I didn't make a statement. I asked a question.
Can I speed up the air without increasing CFM? There are only two answers,yes or no.