My new pistons have a significant quench pad that is parallel to and pretty much matches the milled flat on the head. My combustion chambers are heat shaped Indy EZ's with minor shaping to unshroud the valves better.

Notching the tops of the bore was done to unshroud the bigger valves and make them more closely match the combustion chamber shape.

It occurred to me that the high speed flow that results from the quench process and design of the components could be optimized by shaping them to maximize the effectiveness of the entire process using a slightly angled quench pad or matching the combustion chamber and piston head shape.

Even angling the quench pad a few degrees and/or using a multiple facet shape for the quench dome surface seems like it would help direct and shoot the gasses towards the combustion chamber better.

Thoughts?

Putting an angle on the squish pad? It might help, but then again it might not.
Making the piston top mirror the cylinder head? Certainly will help if the cylinder head squish area is greater than that of the piston. These pistons are commonly called "reverse dome" pistons and are available from many manufacturers.

If you have some time look up "Singh grooves" which appear to be attempting to do the same thing.

R.

Let see, the valves open and close, the faster they do that the more turbulence in the airflow correct
I'm assuming your building a BB so the RPM limit and peak torque and HP can be moved around by the camshaft, intake manifold, carb or carbs. sizes and exhaust system, correct?
My point is the most efficient designs on combustion chambers for these motor usually have a very small combustion chamber
Reducing the piston dome volume by milling it may reduce the compression ratio also, correct?
What is the motor being built for, race or street or race and street?

once thought on that, working on combustion chamber quench pad just slightly sloped to combustion chamber, but allways within the quench specs... maybe from .035 or so up to .045 or so

Cab,
The motor is built. I was bench racing at this point. I went for a 10.2 to 1 compression ratio for hot street- pump gas use.

stock iron heads?

Nevermind, just reread the first post, Indys. I'm workin on similar CR but stock iron ported and bigger valves on 452s

I seem to recall reading about a Pro Stock team back in the '70s working on a piston with dual quench pads with a combustion slot aligning the plugs and exhaust valve. Claimed to have run 15+ to 1 compression ratios with huge power results.

I have seen several different cars that I raced against years ago at LACR that where featured in several different magazines, including one with a motor I built, that where misquoted about how fast they where by the magazine writers
When I asked the owners about what they had done to make the cars faster they both said that the writer told them that they had corrected the runs to sea level, LACR is at 250 Ft elevation in the Mojave Desert, and then embellish them some more to improve magazine sells
Believe nothing you hear or read about, especially if it doesn't make any sense, and only half of what you see

Former Porsche engineer Michael May's patented "Fireball" combustion chamber had a tiny pocket from exhaust valve to sparkplug with a nearly flush intake valve. Swirl was created with a pocket in the piston crown. Static compression was as high as 14 to 1.

Jaguar had V12 production heads around 12 to 1 cr.

Aftermarket heads were made for GM big blocks with a high cr.

It was not the best cyl head for airflow at high rpm

http://www.eng-tips.com/viewthread.cfm?qid=63761