Professional porters use a flow-bench to verify that changes are actually doing more harm than good. considerations to the lift and duration of your camshaft as well as the RPM range and intended use (Street/ Race) Lots of cylinder heads have been ruined and most will (shockingly) flow less than before you attacked it with the grinder. Minute changes can drastically change the air flow in the port. For those unaware be very careful when modifying the ports on your head(s). (And ruined one or two.) The principles are the same. do some experiments, maybe use some dye tests and ideally you should have a dyno to compare tq & hp changes Us humans are still limited on what we know, but there is definitely a reason why nobody's just doing it if it was simple, but once you start playing with shape and ratio there's tons of variables, you will need to make sure to cover all your bases-DO YOUR RESEARCH! >you can't listen to everyone most of what we know about engines is speculation Like everyone has a slightly different way of understanding the physics behind it. 3.polishing->although this topically helps performance, who's to know for sure if the roughness helps a particular engine-i think they are meant to reatomize the fuel back into the air(gas) that trails along the walls of the port. Higher End power? Just curios how can you know, there's alot of factors going into play to gain hp and you have to get all the measurements correct to get the correct vacuum effect in the right places-and that's actually why the ports should be a certain size and an exact angle that's where the bike drops to a certain size to correctly vacuum in the fuel. I'm skeptical of a "universal technique" I think it's engine specific and you'll need equipment to measure hp gain/loss with different changes, but recent testing suggests that most intake ports are too big-decreasing the size and shape actually adds power across the entire curve. 2.higher End power? Why are you so sure? 3.
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