Cathedral Port Head Flow
As I read it, that's where the majority of the improved flow comes from compared to a stock head, either aftermarket or ported. in the case of a stock head, removing the swirl port and enlarging the bowl and smoothing it.
Some of it depends on the application the head is ported to support. The short side radius is frequently different from drag race heads (usually no wing in intake port) and road race heads (often have wing in intake port). Part of that may relate to keeping fuel suspended if using a carb.
I will see if I can find some pictures...
I will see if I can find some pictures...
Thread Starter
On The Tree
Joined: Oct 2011
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From: Dirty South
Let me rephrase my question and be more specific . Im not asking how to increase flow or where to . My question is what section of the port Entrance has the greatest flow and velocity . From the entrance section and its path to the valve seat ? I have divided the port into 3 sections Upper is above Blue line , Mid above red line to the Blue line and Lower section below the red line to the floor.
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I don't think there is an answer to your question because you can't flow test half or third of an intake port. The short turn radius is important, bowl is important and port volume to support your engine with good velocity. Too big of a port slows down airflow.
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Let me rephrase my question and be more specific . Im not asking how to increase flow or where to . My question is what section of the port Entrance has the greatest flow and velocity . From the entrance section and its path to the valve seat ? I have divided the port into 3 sections Upper is above Blue line , Mid above red line to the Blue line and Lower section below the red line to the floor.
The injector location took priority, then the port shape came from creating as much volume as would fit between the push rods.
The engineers had dozens of air speed sensors in all kinds of areas of the intake tract, so they could accurately tell you the velocities and what not.
Their basic principal was to start with the largest cross sectional area at the lip of the intake runner then gradually reduce the CSA in order to speed the air flow and create both tumble and turbulence (and not too much of either)
All newer LS designs continue to raise the floor which straightens out the tract, as flow out the bowl/past the valve is where it's at.