[Joel5.0]

Originally Posted by Portmaster

Yeah OK, Keep beleiving half that crap. I guess engine builders like Joe Sherman, Bill Jenkins and Warren Johnson have it all wrong as well.

If you beleive that an totally unrestricted exhaust will out perform a slighty restricted one they why does an exhaust port flow better from .100-.600 lift with a 10 inch header pipe bolted to it than with nothing at all? Don't beleive it? chuck up an Edelbrock performer head on your flow bench and try it open, then with a 1-5/8 header tube, 1-3/4. That exhaust port will flow better with the 1-5/8 than anything else. It's the same reason that some heads flow better without some material removed when the obvious and logical thing would have been to remove the restriction. Chevy had a head W port that had a large bump (or Vane) in the exhaust ports we removed them in serch of more flow. We had to go back and weld the bumps back into the head to increase the flow. It goes to show that everything isnt as cut and dry as you would lead people to beleive.

Now I see........ the fact that you could have a setup that flows great on a flow bench @28" H2O does not mean the same flow characteristics will be the same, or linearly proportional @35", or 38" or 48"......... or does an engine work under a 28" pressure drop constantly? Specially with exhaust gases flowing @240+ ft./second?

And no, I do not lead people to believe things are cut and dry, reason why the results at the track or street have more validity over flow bench based data.... or do we race flow benches or dynos? BTW..... have you not read the specific mention regarding primaries ID, length, collector style design, ID, length, geometry and the same details for the extension that may be required? There's more into header tuning than primaries ID size.

Originally Posted by Portmaster

Did you realize that exhaust movement can stall in an exhaust that has too large and create turbulance that can restrict flow over a properly sized exhaust? You have to keep the exhaust flow moving at maximum speed without stalling the air.

And that will be caused by a 3" exhaust system over a 2.5" connected to a 302? So an engine revving @3000 - 5000 rpm, imparting 6000 - 10000 exhaust pulses/bank @240+ ft/sec each, will cause the flow to stall using a 3" full exhaust?

Originally Posted by Portmaster

I don't ask people to beleive what I tell them but I do give them my proven opinion. No matter wheather you approve it or not my advice is proven over years of many many cars. You seem to be stuck on two or three cars and years of pratice tuning those few cars. I really do beleive you are a smart guy and I beleive as an auto technician you are prob very good. When it comes to airflow dynamics youre are a hack.

LOL...... a hack regarding airflow dynamics?...... the keyword is "DYNAMICS". You previously mentioned the need to keep the exhaust velocity as high as possible, to prevent it from stalling therefore, prevent the creation of turbulence...... did you know that flow turbulence is directly proportional to velocity? The higher the velocity, the higher the possibility of having turbulence in the flow? Don't believe it?......You might want to check what Mr. Osbourne Reynolds contributed towards that principle. Have I had to use his work previously, before working 100% on customer cars?...... do what you do best..... guess.

And no, I don't approve or disapprove anything here.... I simply try to help out understand, fix problems, and try to prevent others from falling into many misconceptions out there.

Originally Posted by Portmaster

This conversation is over with you.