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It should ram some air. The duggy box is set up to have a filter in it. Besides being carbon that kinda makes it unique to some other ram air get ups. It can be used to dd.
Also the id of the duggy box is much larger and has more volume than anything else.
There is something else too. In that aero test thread the highest pressure point on the car is the nose. Where hio has those air inlets should see about as much pressure as you can get without putting a velocity stack in the middle of the bumper.
I could see the firebird getting a bump due to the nostrils. But a camaro, might need to go through the bumper like that. Nice and stealthy too
I can't believe I missed this thread, but then again I got my Camaro in 2019. So I am bringing this thread back from the grave. I will say since the '90s when I learned how much heads made a difference, I knew that my '01 would need to have good heads.
To add the things that matter
Of minor importance: cfm, port volume
Of high importance: MCSA/CSA, air speeds, pushrod pinch, throat, valve seat forms, valve angle.
I can't believe I missed this thread, but then again I got my Camaro in 2019. So I am bringing this thread back from the grave. I will say since the '90s when I learned how much heads made a difference, I knew that my '01 would need to have good heads.
To add the things that matter
Of minor importance: cfm, port volume
Of high importance: MCSA/CSA, air speeds, pushrod pinch, throat, valve seat forms, valve angle.
What's pushrod pinch? I've never heard that term before.
My agonizing hours of calculus classes were not totally wasted. LOL
To give a simple example I made up flow numbers for two imaginary heads. Both have the same maximum flow and have the same flow from 0.55 to 0.80.
I summed the flow colum to represent the total amount of air that would flow for one lift cycle. Even though the max lifts are the same and the flows are the same for much of the lift, the total for head B is greater. More air will have been pushed into the cylinder through head B than for head A. On the plots the area of the graph below the lines is greater. This is the "area under the curve". It shows that more total air was pushed into the cylinder.
My agonizing hours of calculus classes were not totally wasted. LOL
To give a simple example I made up flow numbers for two imaginary heads. Both have the same maximum flow and have the same flow from 0.55 to 0.80.
I summed the flow colum to represent the total amount of air that would flow for one lift cycle. Even though the max lifts are the same and the flows are the same for much of the lift, the total for head B is greater. More air will have been pushed into the cylinder through head B than for head A. On the plots the area of the graph below the lines is greater. This is the "area under the curve". It shows that more total air was pushed into the cylinder.
Your example may explain the reasons for David Vizard talking about "area ruled" and an engine still demanding fuel after bottom dead center. There is a very old video titled "Tuning the A Series Engine" of Vizard in his younger days in which he discuss some lesser talked about ideas connected to cylinder heads. On his Youtube channel in his early videos he shared some useful secrets for modding heads.
There's a formula and general porters rules. Ed Curtis said More China BS R&D on the heads below. Super Friend beat the best offered from America with a set.
There's the Head architecture (runner length, valve angle, port pinch, SSR, bowl & throat, spring pad height & size = a longer valve, etc...) add in the Math of the formula...
A TFS 260 or MMS 265 is good for 7k on a ls7... Rules says it just may hold the Tq longer and flat line. Go figure as it's dead due to the size of the port.
My agonizing hours of calculus classes were not totally wasted. LOL
To give a simple example I made up flow numbers for two imaginary heads. Both have the same maximum flow and have the same flow from 0.55 to 0.80.
I summed the flow colum to represent the total amount of air that would flow for one lift cycle. Even though the max lifts are the same and the flows are the same for much of the lift, the total for head B is greater. More air will have been pushed into the cylinder through head B than for head A. On the plots the area of the graph below the lines is greater. This is the "area under the curve". It shows that more total air was pushed into the cylinder.
Ain't Nothing made up about how a head works... A simulator can't do what's typically already been done. There's not a Ls Head that hasn’t been touch ported or used.
Imagination with Avg stuff? Once you've got the basics and factor in what heads are used from testing the Formula or as you said your calculus comes into play.. Basics of each head and what's possible with the formula on a head if it's possible. Here's a basic question that I may have given the answer...
Why does some Ls heads have different valve length... the answer is a +
Think of a engine as a Human being and your mouth is the Carb and your throat as the intake, Lungs as the Cylinder heads.
A Bigger Valve will deliver more.. Reason I don't like the F710 small bore head..
it's all about
Cylinder Filling. I ask why does a LT with Lesser flow make more Hp besides the Compression on the avg build?
The LT Runner Size is bigger With less seen flow?
Dry flow vs Wet Flow and Cylinder Filling? Direct Injection I tell you. There's still no 1000 fwhp LT. Lmao
If you know how to size a head that's typically used with or without Wallace you may have gotten something...
#1 rule for this formula is runner length has got to be Known.. And if we raise the runner the length will differ or be longer which will equal to a bigger CC in terms of the port. There's a reason Greg Good said one of the smallest ls7 ports at 2.9 MCSA..
260cc Means Nothing unless we talking about a similar head in runner length or a head with similar valves lengths.
07-05-2019, 08:43 AM
