Looking at it more closely, @1:30 the curves on the COC of the pinch particularly at the roof and the floor those curves seem to be carrying some dychem, along with the vortex that get's shed off the sharp edge of the vane, is likely why the speed on the COC of the short side and roof have picked up a bit. That vortex spills over to the roof of cylinder wall side
Hey Charlie. Noticed that the intake port funneled down to a minimum CSA near the short side apex. Then expanded into the bowl. Wondering if adding some CSA possibly at the roof would help the noise (turbulence) you get on the last cut. Just a thought. God bless!
Hi there Charles, By looking at the Combustion Chamber and the Vane in the port? I'm wondering if you reshape the Combustion Chamber to more of a Yates design on the Intake side of combustion chamber if it will pick up better? The vane has me thinking a lot of crazy things, Usually the vane helps on the Short side if its on the Intake manifold side but when the vane continues on the Valve Bowl side? That usually helps direct air/fuel like it did on the LS AFR heads. Joel taught me to make a port spoon out of Mig welding wire? Smash one end with a hammer but shape it as a tinny spoon and use that to find your dead area or fast areas. It take's the Flow Balls to another level. The wetting on the intake wall has me thinking wild stuff though. That large hump for spark plug hole? I think if you shape it like you did on the E7'S, GT40's, and GT40P's it will do better too. Only speculation's on my end. I can't wait until you start going deeper in this head?
My impression is that cleaning up the chamber around the intake v/v and the plug boss made a big (dare i say huge ?) difference , im thinking this is why swirl increased as well, because of that increase in flow past that area , i didnt think that chamber mods typically made really big differences but in this case , maybe ? Then there is that short side making noise , i wonder what's going on there ?
Charles Servedio, with the layout dye sticking to the coc, is that an indicator of swirl turning in the opposite direction or maybe a slower swirl. I've seen a lot of ur videos and this seems unusual.
Charles, a question. Without a vane behind the valve guide, do you see that as an area of low pressure? As an area where the fuel would collect back to liquid?
@servediocylinderheads I was just having a discussion about this and the other gentleman felt the similar. I understand the turbulence and in his view "the reversion would never allow a low pressure area. The back of the guide is turned in the front and vice versa. For a low pressure area to form the flow would have to be constant in one direction." But the flow is constant long enough for the air fuel charge to get past the valve and into the chamber🤷♂️..... Has me thinking....
Hi Charlie. You said that the SSR is in separation. If it is, how come the flow keeps rising? I thought that with separation the airflow is not following the SSR and you're using less area so flow should drop. Whenever I have separation the flow drops like a rock. I'm just trying to learn all I can. Thank you. Andrew
@@servediocylinderheads Just a theory.. Laying the short turn could speed it up if the air changes the flow path that way. If the flow path were to change, i could imagine that the dykem pattern would also be different like less dykem in the port and more on the chamber i think 🤔 Btw how was the bore??? -juhana
Looking at it more closely, @1:30 the curves on the COC of the pinch particularly at the roof and the floor those curves seem to be carrying some dychem, along with the vortex that get's shed off the sharp edge of the vane, is likely why the speed on the COC of the short side and roof have picked up a bit. That vortex spills over to the roof of cylinder wall side
I wonder if that vane on the intake is causing funny things with the flow.
@@rolandotillit2867 Good question. Thanks
Nice! Way better than an E7.
@@brokentoolgarage You bet!
Hey Charlie. Noticed that the intake port funneled down to a minimum CSA near the short side apex. Then expanded into the bowl. Wondering if adding some CSA possibly at the roof would help the noise (turbulence) you get on the last cut. Just a thought. God bless!
@@donaldmurphy8435I did that according to roof speeds and casting thickness. Thanks
Hi there Charles, By looking at the Combustion Chamber and the Vane in the port? I'm wondering if you reshape the Combustion Chamber to more of a Yates design on the Intake side of combustion chamber if it will pick up better? The vane has me thinking a lot of crazy things, Usually the vane helps on the Short side if its on the Intake manifold side but when the vane continues on the Valve Bowl side? That usually helps direct air/fuel like it did on the LS AFR heads. Joel taught me to make a port spoon out of Mig welding wire? Smash one end with a hammer but shape it as a tinny spoon and use that to find your dead area or fast areas. It take's the Flow Balls to another level. The wetting on the intake wall has me thinking wild stuff though. That large hump for spark plug hole? I think if you shape it like you did on the E7'S, GT40's, and GT40P's it will do better too. Only speculation's on my end. I can't wait until you start going deeper in this head?
@@garykarenmcgruther6386 It has me thinkin too! Thanks
This seems like a very finicky head, definitely a challenge with such small margins to play with.
@@rolandotillit2867 No doubt.
My impression is that cleaning up the chamber around the intake v/v and the plug boss made a big (dare i say huge ?) difference , im thinking this is why swirl increased as well, because of that increase in flow past that area , i didnt think that chamber mods typically made really big differences but in this case , maybe ?
Then there is that short side making noise , i wonder what's going on there ?
@@luckyPiston ssr is in seperation. Thanks
Charles Servedio, with the layout dye sticking to the coc, is that an indicator of swirl turning in the opposite direction or maybe a slower swirl. I've seen a lot of ur videos and this seems unusual.
@ericsmcmahan Ford is turned to the cylinder wall so you would think the swirl would be less, but these have plenty. Thanks
Charles, a question. Without a vane behind the valve guide, do you see that as an area of low pressure? As an area where the fuel would collect back to liquid?
@arturozarate1752 There will be turbulence, but an active port in a running engine is fully turbulent. So I do not see an issue. Thanks
@servediocylinderheads I was just having a discussion about this and the other gentleman felt the similar.
I understand the turbulence and in his view "the reversion would never allow a low pressure area. The back of the guide is turned in the front and vice versa. For a low pressure area to form the flow would have to be constant in one direction."
But the flow is constant long enough for the air fuel charge to get past the valve and into the chamber🤷♂️.....
Has me thinking....
@servediocylinderheads thanks for the reply.
Hi Charlie. You said that the SSR is in separation. If it is, how come the flow keeps rising? I thought that with separation the airflow is not following the SSR and you're using less area so flow should drop. Whenever I have separation the flow drops like a rock. I'm just trying to learn all I can. Thank you. Andrew
@@andrewburlock2653 It drops at first and then starts to pick up with more lift.
@@servediocylinderheadsSSR speeds are low. 🤔Im thinking maybe the air is willing to flow down the roof path and that causes it to tumble?
-juhana
@@juhanahuovinen That is an interesting theory. Thanks
@@servediocylinderheads Just a theory.. Laying the short turn could speed it up if the air changes the flow path that way.
If the flow path were to change, i could imagine that the dykem pattern would also be different like less dykem in the port and more on the chamber i think 🤔 Btw how was the bore???
-juhana
@@juhanahuovinen Bore was pretty good. Laying back the ssr more will start to hurt the midrange flow #s. Thanks
When you measure the PRP do you probe top mid bottom center or do you probe along the PR side wall ? tks
@luckyPiston Each position. On my flow sheet, I do top, mid, floor center of pinch. Thanks
Compare to AFR renegade heads?
@@suntzu5836 I don't have a set in stock but I did do a set a while ago. I have videos on the project. Thanks
The AFR 's I did were 208cc and flowed 300+
I was told that a stock 1969 Boss heads can flow 275, if true is there an easy explanation of why they didn't copy it.
@jackbooten2681 Different design for different application.
Charles those are older x heads from ford motorsports or new model from ford racing is there a difference
@@vinmandich7756 Good info. Thanks