Quote:
Originally Posted by BIGJOE
When the guy said that dyno numbers DO NOT MEAN ANYTHING, or flow numbers DO NOT MEAN anything, to me, that means he cant make the BIG NUMBERS so that is why he says they dont mean anything. I have been an engine builder for over 40 years now, and believe me, the more your head flows on the intake, the more HP your engine can make. An engine with less HP and more velocity will NEVER beat an engine that has more HP. SIMPLE. This guy is confusing street driveability with all out performance. The only thing small ports are good for is gas miledge and part throttle driving. This is just like the guy who cant make big HP, so he says that torque is more important than HP. BUT it is not and NEVER will be. SORRY.
JOE SHERMAN RACING ENGINES
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THINK ABOUT THIS TOO:
There is so much more to a head that makes it a winner than simply making the ports bigger. The shape of the port is just as important as its size. Perhaps even more important. Air speed is negatively impacted by a port with sharp and abrupt turns. Nobody needs to look any further than the Ford 351 Cleveland with huge port heads and crazy Dog Leg exhaust ports to know what a flop it was.
Since air speed is ultra critical in a Naturaly Aspirated engine, using wisdom in chosing a head by paying attention to average flow numbers throughout the entire valve lift curve as opposed to peak lift flow numbers, will prove sucessful.
Simply running the biggest port and valve size will most likely do everything but help the car accelerate at any RPM other than wrung-out/too late. As a result of poor head choice, many times a small cam is thrown into the mix to help low and mid-range power.
On the flip side, a smaller port and valve size is more forgiving of bigger cams.
Buying the best engineerd head with the smoothest turns and deepest valve pockets as opposed to the one with the biggest holes in it will be the winner every time.
