You should check into the swirl tumble stuff most good cylinder head guys work on getting rid of it not making it.
"Swirl and Tumble , may make you Stumble"
i have a digital Strain-Gauge type Swirl Meter that reads in Inch/Ounces of Swirl Torque,..the Strain-Gauge is hooked to a limited-rotation C or CC direction Honeycomb.
i painted a thin bright yellow "radius" line facing me ontop of the Honeycomb to see "action" of Honeycomb movement or "jitter" thru Plexiglass Bore Fixture , as a means for more info along with the digital readings.
There are also commercially available Tumble-Meters and Paddle or Fan Type Swirl Meters...maybe someone has a Hot-wire Grid setup hooked to a Computer ??
Swirl should help you more with a Carburetor, at low RPMs , and with Cylinder Head Chamber design that have combustion problems or Race Engines with too much Dome in the way, bad spark plug placement, not enough Squish/Quench, etc.
Its possible to have too much Swirl and "centrifuge" Fuel out of mixture and deposit on Cylinder walls at higher RPMs
Back in 1975-1976 running NHRA C/SM & B/SM class Camaro with SBC...it was 1st time i had Gas-ports in Pistons...when you would take off Cylinder Heads, you would notice Clockwise swirl pattern of oil/gas scum trails left from gas port holes in the direction of Swirl...and CounterClockwise pattern on the other "mirrored-image" sister adjacent Cylinder
..that was the 1st Time i noticed or was made aware of "Swirl" in either Clockwise or CounterClockwise motion
...later on, when i purchased a Swirl-Meter i found out why .
There's
Cylinder Swirl in Clockwise or CounterClockwise motion direction
Tumble in both directions
Bowl Swirl/ Valve area Flow Conical Swirl in either direction
GM made a very High Bowl-Swirl cast-iron head a few years back.....it had high bowl swirl and it killed Flow numbers,
just helped lower RPM combustion efficiency, made terrible HP numbers at higher RPM range
....there is a way to create the same Bowl-Swirl GM did but not loose any Flow...but Dyno and DragStrip tests show no real benefits from all that hard work.
The NHRA SuperStock SBC heads i port have tremendous Swirl
with no Dome in the way....the Swirls just a side-effect of the way you have to port heads to make Power.
The Chrysler SBC heads i port have less swirl numbers than Chevy SBC heads, but make the same HP/Torque percentages from the Flow numbers..the higher Swirl numbers in the Chevy SBC heads seem of no advantage in HP/Torque
..so this leads into why someone wrote an article
"Swirl and Tumble , may make you Stumble"
....if you have exhausted all means to making more HP/Torque in a Cylinder Head..then i would look at maybe Swirl and Tumble.
looks around 20 or less HP gains on a 600 HP SBC
theres so much more HP to be gained from correct Porting.
http://www.speedtalk.com/forum/viewtopic.php?p=4767This is one link.
Yes I would like to see bore and stoke of your engine and car on scales.
My car on foot brake with bad 60' 1.31 has been 5.73 at 123 mph and was 2860lbs with me in the car on that day.
With this big lazy port my engine make 500lbs of TQ at 3500 rpm and peek of 630TQ and this was engine masters build not set up for drag car I am sure e could make more HP with different cam.
My intake port is 1.460" off the deck the CFE heads are 1.300" off the deck so I don't think I have killed the ST as much as you think I did .
This port is far from lazy as you would think. Like I Siaid earlier look at the port from a stand point of a Homogenous air movement I know it can't be perfect in a port but closer you get the more power you will make = Similar old airspeed in the port floor to roof and wall to wall.
I would love to see your car run Steve
