Superflow 110

instructions
section page
1.0 Flow-testing

1.1 Supi rflow 110 de icriptlon 1

2
ting heads f ir testing 2
test prelit .naries 3
1.5 Per test 4
1.6 Tes data sheet ample 6
1.7 Analyzing the te: t data 8
L.8 Avoiding 9

2.0 Air Flow Through Engines 10

3.0 HP & RPM & CID & CFM 12

4.0 Intake Port Area & Shape 16

5.0 Valve Seats 18

6.0 Valve Sizes 18

7.0 Valve Lift & Flow 19

8.0 Combustion Chambers 22

9.0 Dynamic Flow Effects 23

10.0 Inertia - Supercharge Effect 24

11.0 Test Pressure Conversion Chart 26

12.0 Suggested Additional References 27

1.0 Flow-testing

1.1 Superflow 110 description

The Superflow 110 is designed to measure the air-flow resistance

of engine cylinder heads, intake manifolds, velocity stacks,
and restrictor plates. For intake testing, air is drawn in
through the cylinder head into the machine, through the air
blower, and exits through the orifice plate at the top of the
Superflow 110. Forexhaust testing, the path of the air-flow is
reversed by a switch on the front control panel.

The test pressure meter (manometer) measures the pressure or

vacuum at the base of the test cylinder. The test pressure is
adjusted to a standard value, for instance 15.0 inches of water,
by turning the flow control knob on the lower front panel.
Separate knobs control either the intake or exhaust flow.

The amount of flow is read from the inclined flow meter (manometer).
The flow meter measures the pressure difference across the 5 flow
orifices at the top of the Superflow 110. By selecting different
combinations of orifices, the flow meter can be used in any of
9 different ranges to obtain high accuracy over a wide range of
flows. The flow meter reads 0 to 100% of any flow range selected
with the rubber stoppers.

A separate test orifice with a .312" diameter and a 1.875" diameter

hole is included for calibration of the flow tester.

The machine requires 110 VAC, or 110 VDC electrical power

and draws 15 amps.
1.2 What Is a flow test?

In its simplest form, flow testing consists of blowing or sucking

air through a cylinder head at a constant pressure. Then the
flow rate is measured at various valve lifts. A change can be rt
made and the head re-tested. Greater air flow indicates an im-
provement . If the tests are made under the same conditions, no
corrections for atmospheric conditions or machine variations
are required. The results may be compared directly.

At the other extreme, it is possible to adjust and correct for

all variations so that test results may be compared to those of any
other head, tested under any conditions on any other Superflow
machine. Further calculations can be made to determine valve
efficiency and various recommended port lengths and cam timing. :
The calculations are very cumbersome without a small.electronic
calculator, preferably with a square root key. The calculations
are not essential to simple flow testing.

1.3 Adapting heads for testing

Cylinder heads are mounted onto the Superflow by means of cylinder

adaptors. The adaptor consists of a tube 4" long with the same
bore as the engine and a flange welded on each end. The lower flange
is bolted to the flow tester and the upper flange is bolted or
clamped to the test cylinder head. The flanges must be flat or
gasketed to make an airtight seal. The adaptor tube may be 1/16"
larger or smaller than the actual engine cylinder. In some cases
it is convenient to make the upper flange of the adaptor about 20%
wider than the test cylinder head so that the head will be supported
when it is offset for testing the end cylinders.

A device must be attached to the cylinder head to open the valves

to the various test positions. The usual method is to attach a
threaded mount to a rocker arm stud so that the end of a bolt
contacts the end of the valve stem. As the bolt is rotated, it
pushes open the valve. A 0 to 1" x .001 dial indicator may be
. . mounted to the same fixture with its tip contacting the valve spring
retainer to measure the amount of valve opening. The standard valve
springs should be replaced with light springs for testing. See the
photos in the Superflow brochure for various types of valve openers.

On the intake side of the cylinder head, it is strongly recommended

that a radiused entrance guide be installed to lead the air straight
into the head. The guide should be about one port width in thick-
ness and be generously radiused on the inside all the way down to
the head. The intake manifold can also be used. The exhaust flow
may exit directly from the head.
1.4 Flow test preliminaries

All test data may be recorded on the standard Superflow form

F-120 test data sheet, (see sample). Before beginning a test,
record the head description, and measure the stem and valve
diameters. The net valve area is the valve area minus the stem
area in square inches.

net valve area = .785 (D 2 - D2 )

Before installing the test adapter, install only the staritiard test
orifice plate onto the Superflov. Install all the rubber stoppers
in the orifice plate on top of the Superflow and set the direction
knob to Intake. Close the intake and exhaust flow control knobs
lightly against their seats.

Zero the vertical test pressure meter and level and zero the inclined
flow meter. With only the small .312" diameter test orifice open,
turn on the machine and slowly open the intake flow control until the
test pressure reaches 10.0" of water. The flow meter should now read
approximately 45% on the 10.0 cfm range (#1 orifice open on top).
This indicates a flow of .45 x 10 cfm = 4.5 cfm. If flow is within
1 cfm of this reading, the machine is working properly.

Now remove all the rubber stoppers from the top orifice plate (185
cfm range) and open both the .312" and the 1.875" diameter holes
in the test orifice. Adjust the intake flow control again until the
test pressure reads 10.0". Allow the machine to warm up for several
minutes until the upper thermometer reads about 25F higher than the
lower thermometer. Multiply the flow meter reading times 185 cfm to
obtain the test orifice flow. It will be 153.2 cfm under standard
conditions. If the flow meter does not read 153.2 cfm, the flow
readings will all have to be corrected by a correction factor.
This factor is equal to:

Test flow correction factor - 153.2

test orifice flow

This factor compensates for machine variations and all atmospheric

conditions. Enter this information on the test data sheet. For
best accuracy, this factor should be determined before each day's
testing. It does not need to be re-determined before additional tests
on the same day.

Multiply the flow ranges on line C by the correction factor to

obtain the corrected range, and enter these in line D on the data
sheet. The corrected flow ranges may be used for all tests made on
the same day.

If Superflow will not draw 10" due to low line voltage, use 8"
test pressure. Then:
Flow correction factor - t e s t O rijice flow
 All tests should be performed at the same ratio of valve lift to
valve diameter, or L/D ratio. Then the flow efficiencies of any
valves can be compared, regardless of size. Multiply the valve
diameter by each of the six L/D ratios to obtain the valve lift
test points. Fill these in on lines A and B of the data sheet.

Choose the proper test pressure for the intake valve diameter

the exhaust valve at the same test pressure. Fill the test pressure
in on line 3 of the data sheet.

Valve diameter Test pressure

2.1" to 2.3" 5"
1.6" to 2.05" 10"
less than 1.6 15"

This completes all the preliminary preparations. While they are

very time consuming, they will insure that the test results are
valid and repeatable. Most of the preliminaries will not be re-
quired for subsequent tests of the same head. .. . .

1.5 Performing a flow test ' f

Remove the test orifice plate from the machine and install the test head,
cylinder adapter, and valve opener onto the flow tester for the actual
flow tests. Set the dial indicator to read 0 with the valve closed.
Install either the intake manifold or an air inlet guide on the intake port.

inclined flow meter. Close the intake and exhaust flow control
valves lightly against their seats (do not force or they will be
damaged). Place the rubber stoppers into orifices 5, 4, 3 and 2.
Turn the mode selector switch to intake.

Turn on the Superflow and adjust the intake flow control until the
test pressure meter reads the test pressure you intend to use.
Determine the leakage flow from the flowmeter and chart. Because
only the #1 orifice is open, the flow meter reads L0 cfm at 100%.
A reading of 47% would indicate a leakage flow of .47 x 10 cfm
4.7 cfm. Leakage will usually be from 1 to 10 cfm. If there is
no leakage, the test pressure may rise to the top of the meter.
This does not matter as long as the flow meter reads zero. The
leakage wilL not affect the test provided that you correct for it in
your results. Turn off the Superflow, Repeat this test before the
exhaust tests. Enter the leakage on line 8 of the data sheet to be
subtracted from the chart cfm.

Open the valve in the head to a lift of .20 valve diameter. Remove
all four rubber stoppers from the flow orifices and turn on the
Superflow. Adjust the flow test pressure to 10.0" and allow the
machine to warm up for 5 minutes. This step may be omitted if the
Superflow has been warmed up previously.
The flowmeter is designed with multiple ranges so that the flow
can be measured very accurately. For greatest accuracy, use only
the orifice ranges which give readings above 70% of the scale. If
the reading exceeds 100%, switch to the next higher range shown
on the flow chart by changing the combination of orifices open at
the top of the Superflow. If you have previously determined the
proper flow ranges, fill in line 5 and skip the next step. If not,
open the valve to the first of the six lift points.

To select the proper flow range, begin with the largest stopper
and re-install the stoppers in the flow orifices until the flow
meter reads above 70%. This is the proper number of orifices for
this test pressure, head, and valve lift. Always use the same
combination for future tests at this point. From the chart on the
front of the machine, determine the full scale range value, then
record the corresponding corrected flow range from line D on line
5. Re-adjust the test pressure to the recommended value and record
the readings of the flowmeter and the temperature difference
between the top and bottom thermometers onto the Superflow F-120
data sheet. Turn off the machine. Go to the next valve lift and
repeat the above steps. (Each valve lift may require a different
flowmeter range.) Continue this procedure until you have reached
the maximum lift test point.

and close the intake flow control valve. Move the valve opener
and dial indicator to the exhaust valve and repeat the above pro-
cedures. This completes the test. .

For intake manifold tests, remove the radiused inlet air guide
and replace it with the intake manifold. Repeat the intake tests
and compare the results to determine the effect of the intake
 TEST DATA SHEET

Test Description: C^iO^_/{M^^^lIi^L. *2 POKT

& '' /C. /VLB 7~ Gl//P, r POCT OPE/V
Ir.take valve d l a . , area: /.94'j.. V? Exhaust valve d i a . , area ?&"</.; ^ ^ V ^
Test Operator A Mf/LlMAtJ Dat,
Test orifice flow at 10" test pressure: /SO. 7
Test flow correction factor: 153.2//-% 7 = / Q/7
Valve lift/diameter (L/D) .10 .30
A. Intake valvp lifr (in)
B. Exhaust valve l i f t ( i n ) .C7T . /So .zz-> .3cc .37f .s&z
C. Flow range (cfm) [ 10.0 I 18.0 I 29.0 1 40.0 59.0 84.0 105.0 140.0 185.0
' ? 1 '8-3 I 79 | -0.7 fcO.O gS.C /G6.-9 1 /-f'Z.S' /gff 2 '

1. Test Number 1 2 3 4 5 6 7 8 9 10 n 12

SI - se
/C >-

4. Valve lift (in.) .O9J .'94 .sap 485 .C7S ./So 3oo 375 .-Ob
5. Corr. flow range(cfm) ess Z86.9 zs Mi 'S3 Sc.7 too B5.S es.s 8S.C
6. Flowmeter ,eti 765" .9/ ezj 9O6 .:>* .736 .-V3 7/8 798 .BCZ
7. Chart cfm (L6xL5) 335 iS.1 97J 1/73 I&J /.^ />.z 471, 1/4 bS.Z 7z.e
8. Leakage cfm ,S l.o

9. Test cfm (L7-L8) 33.O (.43 X.g ,/c.s Itgi. '^39 'S.I 3,4 46-C (a.4 (72. 7/-B
10. Temp, difference So 40 So 45' 4o 3C '- si 4i' / 44
11. Temp. diff. factor 570 I.<S4 W14
377 .370 3CZ Sit l.o/Z. lai '.,34 1.014
12. Corr. test cfrr.(J.llxL9) 32Z a.o &'/ ,ve /cV7 ,X.4 /. 3^.z fg.l bz.z. 74z.
13 Corr cfm/in 2 ( L12
) /(*- Z2.C ^.e 764 Wl 9Z /Si IS9 3 74 4*4
Potential cfm/in.2
'*' (from Fig.6,p.21) Z73 47o S?J Ut Z7J 47/c <r*s sec be./
15. 7. f l o . rating ( i l | ) & t, 79 S4 84 68 r/ 7c eg 7/ 74

~ TsJ 700 X
Test Notes:_

Superflow Fo:
 SAMPL-ET

Test CUE.W H ^ STZKJC

oIntake valve /.94>V. A.8&M.^JSTOCM. AExhaust valve

Q.
a I

T
to
$
To
>
s
.s

I <

Valve diameter
 1.7 Analyzing the test data

For simple analysis of the test results, it is only necessary to

calculate the test cfra, line 9. First calculate the chart cfm,
line 7 by multiplying the flow meter reading, line 6, times
line 5, the corrected flow range. Then subtract the leakage cfm,
line 8, from line 7. The result is the test cfm, line 9. This .
can be compared to other tests without further calculations.

To correct for the temperature difference caused by the air passing

through the blower motor, the test cfm must be multiplied by the ,
temperature difference factor shown below. The temperature
- difference is the difference between the upper and lower thermometer
- -' readings.

Temperature Difference Correction Factor

Diff. 5 10 15 20 25 30 35 40 45 50 55

Intake .996 .992 .988 .984 .981 .977 .973 .970 .966 .962 .958

Exhaust 1.004 1.008 1.012 1.016 1.019 1.023 1.027 1.030 1.034 1.038 1.042

The result is line 12 the corrected test cfm. To obtain the valve
efficiency, it is necessary to calculate the flow in c_fm tier square
inch of valve area and then compare that to the best yet achieved.
Divide line 12 by the valve area in square inches to obtain line 13.
Then fill in line 14 from the chart in section 7, figure 6. Divide
line 13 by line 14 and multiply by 1007o to obtain line 15, the %_
flow rating.

The percent flow rating can be used as an indicator of the room left
for futher improvements in flow.

These results can also be plotted on the graph printed on the back of
each test data sheet (see sample). The arrows shown indicate the
scale to which the data is plotted. Circles are used to indicate the
intake test points and triangles for the exhaust test points.

Many additional factors and relationships are discussed in sections

2.0 through 10.0 which follow.
 M:

1.8 Avoiding Test Errors . -

Each test you make involves considerable effort on your part,

but this effort can all be wasted if you allow undetected errors
to creep into your test program. Always check the following
points to reduce the chances of mistakes.

1. Always use the same orifice range at the same test point.
2. Keep the leakage CFM to a minimum by making a good seal on all
surfaces, including the valves in the head.
3. If light valve springs are used, make sure the valves are
not sucked open by the vacuum of the intake tests.
4. Always level and zero the meters before each test.
5. Always use a flow inlet guide on the intake side of the
head and always use the same guide and cylinder adapter.
6. Try to conduct your tests when there are no frequent changes
in line voltage. Voltage changes will not affect the accuracy
of the Superflow, but they will cause it to surge and be unstable

used in the same way and at the same temperature.

8. When in doubt, repeat the tests. If you don't get the same
results start over.
2.0 AIR FLOW THROUGH ENGINES

The horsepower of an engine is directly proportional to the amount

of air drawn into the cylinder and retained until ignition occurs.
By reducing the air flow resistance of the intake and exhaust tract,
cylinder filling is improved and engine horsepower is increased
directly.

The average airflow through each engine cylinder can be estimated

as follows:

Average airflow (cfm) = 1.6 x HP per cylinder

The intake airflow rate for a single cylinder will be about 2.5 times
the average airflow for the cylinder because the intake occurs during
only 407o of the total cycle.

For example, if a Chevrolet V-8 engine produces 440 HP, the HP

per cylinder is 55 HP.

Average Airflow = 1.6 x 55 HP = 88 cfm

Avg. Intake Rate = 2.5 x 88 cfm = 220 cfm
Peak Intake Rate = 2.5 x 220 cfm = 550 cfm

When an engine is operating, the pressure drop across the cylinder

head ranges from 0 up to about 145 inches of water at the 550 cfm
flow rate. (This is equivalent to the test pressure reading on the
Superflow.)

The average pressure drop is about 23 inches of water (or about 2"
of mercury) at the 220 cfm flow rate. When testing with the Superflow
it is not important whether a test pressure of 5 or 10, or 15
inches of water is used, provided the same pressure is used for each
subsequent test that will be compared to the original test. A head
that measures 1 0 % better at 5 inches of water test pressure will also
measure 107. better at 10 or 23 or 145 inches of water.

The exception to this rule is at lower valve lifts or through small,

long passages. Then the test pressure must be kept above a certain
minimum to insure that the flow remains turbulent and does not slow
down and become laminar. The minimum recommended pressures are as
follows:

Min imum valve Lift Mil

.050" 15" water

.100" 8" water
. 200" 5" water
.300" V'

Conveniently, the bigge r the opening, the lower the required minimum
test pressure
 11

Beginners in flow-testing are frequently confused by carburetor

flow ratings. Presently in the U.S., most carburetors are rated
in flow capacity at a test pressure of 20.4 inches oi: water (1.5
inches of mercury). An 850 cfm carburetor is one that passes 850 cfm
of air at a test pressure of 20.4 inches of water. However, if you
observe a manifold vacuum gauge on a racing engine at full throttle,
you will see that it only reads about 0.5 inches of mercury (7.8 inches
of water). At a test pressure of 7.8 inches of water, the same carbureto
would only pass 490 cfm of air. This is why carburetor ratings appear to
be all out of proportion to engine requirements.

"' Large carburetors may be tested and compared on the Superflow, but
only at a reduced test pressure. At a test pressure of 1" of water,
the carburetor will flow 22X of its rated capacity at 1.5 inches of
mercury. For example, at 1" test pressure, a 660 cfm carb will flow
.22 x 660 = 145 cfm.

2.0 AIR FLOW THROUGH ENGINES (Cont'd) - ;

The amount of power to be gained by improved air-flow depends on the

engine's volumetric efficiency (the percent the cylinder is full).
:
- An engine with 60% volumetric efficiency can be improved more than an
engine with 90% volumetric efficiency.

4000 5000

The volumetric efficiency of a gasoline engine can be estimated as follows:

1. Volumetric Efficiency = 5600 x 100%

RPM x CID
where CID is the displacement of the engine in cubic i n c h e s . Be s u r e
you use a c c u r a t e HP f i g u r e s . If the v o l u m e t r i c e f f i c i e n c y on an
un-supercharged engine exceeds 1307o the HP or RPM f i g u r e s a r e probably

For an a l c o h o l burning e n g i n e , the formula i s :

2. Volumetric Efficiei
12

3.0 HP & RPM & CID & CfM

HP, RPM, CID and engine air-flow capacity are all related in
a definite fashion. With the wide spread use of accurate engine
dynamometers and flow-benches, it has become possible to measure the
air-flow potential of a racing engine and then to predict its maximum
potential HP and the RPM at which the HP will peak. The effect of
porting and manifold changes can be anticipated in advance and proper
canming changes made to take full advantage of the differences.

The total air-flow thru a gasoline engine determines its maximum HP.
At peak power, a racing engine will use 1.67 cubic feet of air (cfm) per
minute for each HP it develops. For example, a 100 HP engine will use
167 cfm. This will hold true for any four-cycle gasoline burning racing
engine. Alcohol burning engines will use 1.47 cfm per HP developed.

To increase the engine power output, either the air-flow capacity

of the engine must be increased, or the air-fuel charge must be burned
more effectively. Racers have tended to concentrate primarily on in-
creasing the air-flow.

To put more air thru an engine, the flow resistance of the carburetor,
intake manifold and cylinder head must be reduced. This need has led to
hundreds of after market carburetors, manifolds and ported out cylinder
heads, all designed to get more air thru the engine.

The flow-bench is a measurement device designed to measure the

air-flow capacity of various engine components. Air is blown, or
sucked, thru the intake system at a standard pressure, and then the
air-flow capacity is measured. In this manner, different parts can be
compared and the effect of changes can be quickly evaluated.

These flow tests are conducted at a constant peak air velocity at

the valve, usually between 100 and 400 feet per second. While the flow-bench
air velocity is not varying as it does in an operating engine, experiments
have shown that flow-bench tests actually simulate engine operation closely
enough. This is why flow-benches have become a major development tool for
engine manufacturers and racers alike.

But what is the relationship between the capacity on the flow bench
and the horsepower of the engine? Tests have shown that if the complete
intake system air-flow is measured at maximum valve lift and at a test
pressure of 10" of water, a well developed racing engine will produce the
following HP per cylinder:

3. | HP = .43 x (cfm at 10" of water) |

Of course to reach this level, the engine must also have the maximum
compression, the right cam, and a tuned exhaust system. In short, it
must be a well-tuned racing engine. With this formula, a head-porter
can see that if he improves the maximum flow thru the intake system by
1 cfm, the engine will gain .43 HP per cylinder. (The formula is only
for gasoline 4-stroke engines without super-chargers).

The intake system flow lso determines the RFM at which the racing
engine will develop peak HP:

2000
CID (cfm at 10" at water)

where CID is the engine displacement in cubic inches per cylinder. For
super-stock and engines which are not all-out racing engines, peak power
will occur at 10% higher RPM than formula 4 indicates, so use 2200 instead
of 2000.

Now, let's try out these formulas on an example. If you have a

"220 HP" small-block 292 Chevy which runs in super-stock, what will be
the maximum HP at what RPM? Tests show that at a test pressure of 10"
of water, this intake system will flow 105 cfm of air. The CID per
cylinder is one-eighth of 292 or 36.5 CID.

.43 x 105 cfm 45.1

or for all 8 cylinders

HP = 8 x 45.1 = 361.2 HP . <'

The RPM for maximum power will be (2200 is for super-stocks,

2000 for racing engines):

":.'" RPM = !|2. x 105 cfm = 6330 RPM

So the engine has a maximum potentail of 361 HP at 6330 RPM. But remember,
this is the maximum potential HP. The engine will only approach this if
everything else is optimized.

Now, let's try another example to show how changes in the intake
system will effect the engine performance. For this example, we will
use a small block Chevy 302, displacement 37.75 CID per cylinder.

Head Intake System Flow Power

Stock, 2.02" valve 120 cfm 413 HP @ 6360 RPM
Normal ported, 2.02" valve 143 cfm 492 HP @ 7570 RPM
Best ported, 2.02" valve 160 cfm 550 HP @ 8470 RPM
Westlake, 2 x 1,5" valves 175 cfm 602 HP @ 9270 RPM
14

The "Normal ported" head is about the best that can normally be
achieved, even with careful flow-bench testing. However, it is possible
to improve the head up to the "best ported" level, though welding might
be required.

For the last two heads, the engines must be wound up to 8500 and
9300 RPM to take full advantage of the additional flow. This brings us
to the need for another guideline. If the engine must hold together
for more than a couple runs down the drag strip, the peak power should not
be developed at a piston speed in excess of 3700 feet per minute,. If a
few runs down the strip are all you want, this limit may be raised to
4600 fpm, but the engine will need super internal parts to last even one

These rules can be reduced to a simple formula for the RPM for peak
HP (remember, your shift points may be 1000 RPM or more above peak H P ) :

Safe peak power RPM

Maximum peak power RPM 27,600

in. stroke

Returning now to the example of the 302 engine, a well ported head
would be adequate for most road-race applications for the 302 because the
peak power is already being developed at slightly more than the 3800 fpm
piston speed, if the power peak was pushed to an even higher RPM, the
engine would frequently fail to finish the race.

To take full advantage of the extra breathing of the Westlake

4-valve head, the power peak would have to be at 9270 RPM (4630 fpm) and
engine life would be short. Without super internal parts, it would
probably not survive even one run down the drag strip. The shift point
would be up around 10,500 RPM. A lot for any Chevy!

To use the graph, determine the CID per cylinder of your engine and
then you can read the RPM required for any particular HP and the CFM of
flow capacity that will be required on the flow-bench at a 10" test
pressure.
Intake System CFM ( at 10'test pressure}
 For an example, suppose you have a 427 CID V-8 engine which will
hold together up to 7500 RPH. From the graph for 53.4 CID (1/8 of 427),
the maximum power per cylinder would be 85 HP if you can improve your
intake system to 196 cfm on the flow bench at 10" of water test pressure.
For all eight cylinders, the engine could produce 680 HP at 7500 RPM.

Of course it's not enough to simply calculate the flow capacity

required. The engine must achieve it, and so let's talk about how to
improve the engine airflow, and how to judge the flow potential of any
engine.

4.0 Intake Port Area and Shape

For maximum flow, the ideal intake system would have a single
carburetor per cylinder with a slide-plate throttle and a venturi equal tc
.85 times the intake valve diameter. Below the venturi, the carburetor
bore should gradually open up to the size of intake valve at the intake
manifold entrance and gradually taper down to about .85 times the intake
valve diameter at a point about 1/2" below the valve seat. The optimum
length for the port will be discussed in Section 9.0.
 17

In practice, this ideal is never achieved, but it does provide a

guide-line for what an efficient port would be like. When porting out
a cylinder head for maximum flow, keep the following points in mind.

1. Flow losses arise from changes in direction and decreases

in velocity (port bends and expansions).
2. Port area should be between 65% to 100% of valve area.
3. Remove material primarily from the outside of port bends, not
the inside. This will improve flow by increasing the radius
of the bend.
4. Port length and surface finish are not important t<j flow.
5. The greatest flow loss in the intake port is due to the
expansion of the air out of the valve. This makes the area
from 1/2" below the valve to 1/2" above the valve the most
critical part of the port.
6. The valve seat shape has a substantial effect on the flow.

If flow losses are caused by port expansLons, not contractions, you may
wonder why the port should be necked down below the valve seat. The
reason is that the air must both turn 90 and expand as it flows out of
the valve into the engine cylinder. "Humping" the port inward just
below the seat allows the air to make the turn outward toward the valve
edge more gradually, reducing the total flow loss. Unfortunately, many
stock ports are too large in this area already.

The chart below shows approximately where the flow losses occur
in a stock Chevy head with a 1.94" diameter intake valve. Note that
the flow losses are negligible in the straight part of the port where
it is easy to grind.

.3 Bend at valve guide

.4- Expansion behind valve guide
.5 Expansion, 25
.6 Expansion, 30
.7 Bend to exit valve
.(? Expansion exiting valve
1007=
* For sand-cast surface. Would be 3% fo polished surJ
 As manufactured, this head flows about 837, of its potential for
a wedge-combustion chamber head. The best head porters are able to in-
crease the flow to about 957, of its potential with the aid of careful
flow-testing. Further improvements are difficult without major surgery
and welding. Grinding and enlarging the first 2^' in the Chevy port
where it is easy to reach has very little effect.

5.0 Valve Seats

The valve seat has three purposes: to seal the port, to cooj the
valve, and to guide the air thru the valve. Sealing and cooling are
promoted by a fairly wide seat between .060" and .100". Maximum
flow is frequently achieved with a narrower seat, usually around
.030" wide.

Multiple angle to fully radiused seats are essential for good air
flow. A typical competition intake valve seat will consist of a 30 top
cut .100" wide, a 45 seat .040" wide, and a 70 inside cut .180" wide.
An exhaust valve will work well with a 15 top cut .060" wide, followed
by a 45 seat .060" wide, and a 75 inside cut .100" wide. The O.D. of
the valve should coincide with the outside of the 45 seat. Flow-bench
experimentation will frequently uncover a superior shape for any parti-
cular head. A three angle seat will out-flow a simple 45 seat by up
to 25% at lower valve lifts.

6.0 Valve Sizes

The total flow thru the engine is ultimately determined by the

valve diameters. While well-designed smaller valves will out perform
larger valves on occasion, a good, big valve will always out-flow a
good, smaller valve.

Valve size is limited by the diameter of the engine bore. For

wedge-shaped combustion chambers, the practical maximum intake valve
diameter is .52 times the bore diameter. Hemi-heads permit intake
valves up to .57 times the bore diameter due to the extra space available
in the combustion chamber. Four-valve heads are best of all, but the
engine must operate at very high-speed to take advantage of the extra
valve area.

The present trend in racing engines is to keep the exhaust system

flow to 807<, or 90% of the intake system flow. This may be more than is
necessary. Tests indicate that there is generally no power improvement
as long as the exhaust flow is greater than 607 of the intake flow.
This would dictate an exhaust valve diameter .77 to .80 times as large
as the intake valve.
 19

7.0 Valve Lift and Flow

The air-flow thru the engine is directly controlled by the valve

lift. The farther the valve opens, the greater the flow, at least up to
a point. In order to discuss a wide variety of valve sizes, it is helpful
to speak in terms of the ratio of valve lift to valve diameter or 1/d
ratio. Stock engines usually have a peak lift of 1/4 of the valve
diameter, or .25 d. Racing engines open the valves to .30 d or even
.35 d.

The graph in figure 4 shows how flow varies with lift for a well-
designed valve and port. Up to .15 d, the flow is controlled mostly by
the valve and seat area, but at higher lifts the flow peaks over and
finally is controlled by the maximum capacity of the port. Wedge-chamber
intakes have lower flow at full lift due to masking and bends, and are
port-limited at a 15% lower level.

Fig. 4. Valve potential air flow at a test

pressure of 10" of water

1 i
::
1 ft.L
-I - -

50 -
4f-
y e g L u L

L: T/ I -
X -
1

20 -

10 -
z 1
i
I
-1-
I
nt * i
.20
 Figure 6 can be used as a guide for judging the performance of any
valve. To get the flow rate cfra for a particular valve, simply multiply
the cfm per square inch from the chart by the valve area minus the valve
stem area. The flow rate you get is not the "expected" flow rate, buC
rather the maximum potential flow rate for a particular head at the test
pressure. The maximum potential flow for some of the popular heads are
shown in the comparison chart in figure 5 at 10" of water test pressure.

These figures represent the maximum air-flow which can be expected

under optimum conditions of port and valve seat design. Even well modified
. heads will generally only obtain 80% to 90% of these figures.

Fig- 5 i Potential Air Flow

V a l ve Lift/Valve Diameter
Intake Valves .10 .15 .20 .25 ,30d
cfm Ci 1U" test pressure
VW 1200, 1.24" D. 15 . 3 30. 8 46.2 53.0 56.6 58 . 9
Norton 850, 1.50" D. 25 . 4 50. 9 76.5 102.4 109.2 112 . 5
Yamaha TX 650, 1.62" D. 26 . 9 54. 1 81.2 108.7 115.8 119 . 0
Chev. Small Block, 1.72' D. 30.3 60. 9 91.5 104.8 112.0 116 . 7
Chev. Small Block, 2.02' D. 42 . 3 84. 9 127.6 146.3 156.2 162 . 7
Chev. Westlake, 2x1.5" D. ja 8 153.0 .JOJu-L 218.4 225 .0
Ford 302, 2.25" D. 52 . 8 106. 0 159.2 182.6 195.0 203 . 1
Chrysler Hemi, 2.25" D. 106.0 159.2 213.2 227.2

If the flow reaches a maximum value at a lift of about .30 d, you

may wonder why some cams are designed to open the valve farther, even aa
high as .37 d. The answer is that in order to open the valve more
quickly and longer at lower lifts, it is necessary to "over-shoot" the
maximum head-flow point. The extra flow is gained on the flanks of the
lift pattern, not at the peak-

The head-flow figures shown in Fig. 4, 5 and 6 are for the cylinder
head alone with just a radiused inlet guide on the inlet port.
When the intake manifold is installed the total flow will drop off
from 5% to 30%, depending on the flow efficiency of the manifold.
By measuring the flow at each valve lift with and without the in-
take manifold, it is possible to accurately measure the flow
efficiency. Frequently, the intake manifold will have even more
room for improvement than does the cylinder head. It is the total
flow with the intake manifold installed which must be used in
formulas 3 and 4 described on pages 12 and 13.
Fig. 6 Valve flow pote

For hemi-intake and all exhaust valves

Valve Lift/Diameter .05 .10 .15 .20 .25 .30

Test Pressure cfm per sq. inch valve area

3" 7.4 15.0 22.5 30.0 32.0 33.0

5" 9.6 19.3 29.0 38.8 .41.4 42.5
8" 12.2 24.4 36.7 49.1 52.3 53.8
10" 13.6 27.3 41.0 54.9 58.5 60.1
15" 16.7 33.4 50.2 67.2 71.6 73.6
20" 19.2 38.6 58.0 77.6 82.7 85.0
25" 21.5 43.2 64.9 86.7 92.5 95.1
28" 22.8 45.6 68.6 91.8 98.0 101
36" 25.8 51.8 77.8 104 111 104

For wedge intake valves

Valve Lift/Diameter .05 .10 .15 .20 .25 .30

Test Pressure
cfm per sq. inch valve area
3" 7.4 15.0 22.5 25.7 27.5 28.6
5" 9.6 19.3 29.0 33.2 35.5 37.0
8" 12.2 24.4 36.7 42.0 45.0 46.8
10" 13.6 27.3 41.0 47.0 50.2 52.3
15" 16.7 33.4 50.2 57.5 61.5 64.0
20" 19.2 38.6 58.0 66.4 71.1 74.0
25" 21.5 43.2 64.9 74.2 79.5 82.6
28" 22.8 45.6 68.6 78.5 84.0 87.4
36" 25.8 51.8 77.8 89.0 95.3 99.2

From a flow stand-point a hemi-shaped combustion chamber has a

clear advantage over the wedge. Until the valve lift reaches .15 valve
diameter, there is little difference, but at higher lifts the hemi-
valve is usually less shrouded. In most designs, the hemi-port is also
straighter due to the valve angle. These two advantages add up to an
average flow advantage of 167O at higher lifts, even with equal valve
diameters. When you consider that a hemi-combustion chamber also generally
permits the intake valve to be 10% greater diameter than a wedge, it is
easy to understand the success of the hemi-head racing engine.
 r
o * v Comb us t ion Chambers **_ ~ ~ " * -"._--

In most engines, it appears that the combustion chamber design was

dictated by the choice of valve geometry. Perhaps it should be the
other way around. Most combustion chambers just don't combust as well
as they should. Hemi and pent-roof combustion chambers are generally
the best with wedge chambers being 5% to 10% worse.

Most gasoline burning racing engines use a compression ratio of

between 12 and 13.5 to 1. If the cylinder is completely filled, you
would expect that the torque per cubic inch of engine displacement would
be the same, regardless of engine design. It isn 1 t, and the differences
are mostly due to combustion chamber effectiveness.

One way to judge a combustion chamber's performance is to measure

the torque output per cubic inch of engine displacement. At the RPM of
peak torque, a good combustion chamber will develop 1.25 to 1.30 foot-
pounds of torque per CID. It may be possible to raise this as high as
1.5 foot-pounds per CID, though not without an outstanding combustion
chamber design and ram-tuning. Most racing Detroit V-8's only reach
1.15 foot-pounds per CID. There is plenty of room for improvement.

A second guide line for judging efficient burning is the required

spark advance for maximum power. The more efficient combustion chambers
have higher turbulence and require less spark advance. A turbulent com-
bustion chamber substantially reduces the "ignition delay" time between
when the spark fires and the charge begins to burn rapidly.

For example, a small-block Chevy with a normal combustion chamber

shape might require 42 BTDC maximum spark advance (35 ignition delay),
while a highly turbulent combustion chamber might only require 33 BTDC
advance (27 ignition delay). The more turbulent chamber will also burn
more rapidly and produce up to 10% greater power from the same initial
charge.

Combustion chamber improvement is more of an art than a science and

so trial and error methods are frequently the only choice. In general,
strive for high turbulence and minimize the distance from the spark plug
to the farthest part of the combustion chamber.

At times combustion chamber burning complexities can make it very

confusing when trying to compare cylinder heads on an engine. For in-
stance, it is difficult to compare a cylinder head on a Chevy 302 and
then on a Chevy 330. While the same head will bolt onto both engines,
the compression ratio, and combustion chamber effectiveness, and RPM
range will all change. Even the degree of turbulence will change. These
factors can mask differences due to the flow capacity of the heads and
confound even the experienced engine builder.
9.0 Dynamic flow effects " ;.

Engine volumetric efficiency and power can be increased considerably

by taking advantage of the natural dynamic effects which occur during the
intake cycle. Both the kinetic energy and the resonant pulses can be
harnessed to fill the engine cylinder at volumetric efficiences up to
13070. Without these dynamic effects, volumetric efficiency is limited to
1007=, without supercharging.

When the inlet valve closes, a pressure pulse bounces back out the
intake tract, and then in again toward the valve. By making t*he intake
tract the proper length, the returning pulse can be timed to arrive at top
dead center of the next intake cycle, shoving extra air in and keeping
exhaust gases out of the intake port. To visualize what occurs, imagine
that one end of a steel bar is placed against a hard surface. If the
other end is struck with a haumer, a strong pulse (tne hammer blow) will
travel down the bar to the other end, and then back to the hammer end.
The pulse will actually cause the bar to jump back towards the hammer!
While the bar (or the air in the port) moves very little, a strong pulse
has been transmitted through it.

To use this pulse, the intake port must be the correct length. The
pulse will help only through a narrow range of RPM. Above or below a
certain range the pulse will actually decrease power so proper synchroni-
zation is essential. There are actually several pulses which can be used,
corresponding to the 2nd, 3rd and 4th time the pulse arrives at the valve.
The 2nd pulse is best, the others being weaker and shorter.

Fig. 7 Inlet pulsation chart

Harmonic Length formula Lower RPM Upper RPM Pulse S t r e n g t h *

2nd 132,000/RPM 897. 1087. + 107.

3rd 97,000/RPM 917. 1047. + 77.
4th 74,000/RPM 937. 1047. + 47.

* Pulse strength varies with inlet flo nlet valve opening

The chart in Figure 7 shows the pulses which can be used. To obtain
the inlet system length, divide the number shown by the RPM for peak HP *tt&
as determined by the flow measurements (see Section 3.0). For example, at
8000 RPM for the 2nd harmonic;

length = 132,000
16.5"
8,000

This is the desired length from the intake valve to the air inlet entrance.
For engines with a plenum chamber type intake, the length is from the valve
to the plenum chamber. The pulse in the example will benefit from 89%
up to 1087= of 8000 RPM, or from 7120 RFM up to 8640 RPM. The greatest
benefit will occur at about 3% below 8000 RPM. Below 7120 RPM or above
8640 RPM, the pulse will actually work to decrease engine power.
24

10.0 Inertia-supercharge effect

When the intake valve starts to close, the fast moving air
column tries to keep ramming itself into the cylinder. If the
inlet valve is closed at just the right instant, the extra charge
will be trapped in the cylinder (called inertia-supercharging).
Volumetric efficiencies up to 1307= can be obtained. To determine
the proper valve timing for maximum inertia-supercharge, it is
necessary to determine the inertia supercharge index, Z,and then
the valve closing timing can be determined from Figure 9.

Z depends on the average inlet valve area, so this must be

measured. First determine the inlet flow vs. valve lift for the
complete intake system. Next determine the cam lift profile at
the valve versus the degrees of engine rotation. From these two
pieces of data, construct a graph, as shown in Figure 8, of engine
flow in cfm/in? versus degrees of engine rotation. This is a plot
of the total engine flow considering both the intake system and the
cam.
 Count the number of squares under the flow curve and divide them
by the total number of squares beneath the 87 cfm line. The number ob-
tained is the intake system flow rating C v .

Area under flow cur'

The C v will generally be between 0.35 and 0.45 for good engines. This
is a total rating of the intake system flow for any engine. The higher
the C v , the better the engine.
engi

The average inlet val area is th times the intake valvte

average inlet area = Cy x Valve area in sq. inches

Now this data can be used to determine the inertia-supercharge

index, Z, from the formula below:

z - EPM
126,000 V CID x Inlet Length
averaj t area
'

where CID is the displacement of one cylinder in cubic inches

and the inlet length is in inches.

Z will usually be between 0.9 and 1.2, and is also a measure of

the strength of the inertia-supercharge which will be obtained.
When Z has been determined, use Figure 9 to obtain the correct
intake valve closing angle where the valve should be closed down
to a lift of .10 x valve diameter.

10 20 30 40 50 0abc
Intake Valve Closing Angle at L / D = .10
 11.0 FLOW-BENCH TEST PRESSURE CONVERSION CHART

Want flow at:

3" 1 .00 1.29 1.63 1.82 2.00 2.24 2.45 2.58 2.89 3.05
5" 774 1.00 1.26 1.41 1.55 1.73 1.90 2.00 2.24 2.37
8" 612 .791 1.00 1.12 1.22 1.37 1.50 1.58 1.77 1.87
10" 548 .707 .894 1.00 1.09 1.22 1.34 1.41 1.58 1.67
12" 500 .645 .816 .913 1.00 1.12 1.22 1.29 1.44 1.53
15" 447 .577 .730 .816 .894 1.00 1.09 1.15 1.29 1.37
18" 408 .527 .666 .745 .816 .912 1.00 1.05 1.18 1.25
20" 387 .500 .632 .707 .774 .866 .949 1.00 1.12 1.18
25" 346 .447 .566 .632 .693 .775 .349 .894 1.00 1.06
28" 327 .422 .534 .598 .654 .732 .802 .845 .945 1.00

Exampl If flow is 65 cfm at a test pressure of 5", what would flow be

at 15"?

cfm - 65 cfm x 1.73 - 112.5 cfm .-.

FLOW HATE VS TEST PRESSURE

Test Pressure Peak Velocity

1" H 2 0 66.2 fps

3" 114.7
5" 148.0
8" 187.2
W" 209.3
12" 229.3
15" 256.4
20" 296.0
28" 350.3
65" 533.7

*Flow thru a perfectly streamlined orifice with an area of 1 sq. in

 37

12.0 Suggested Additional Reference

Gas ?!?- in +hr Internal Combustion Engine .-. .

Annand and Roe, 197^
Haessner Publishing Go. (Engineering Librajry)
The I n t e r n a l Combustion Engine in Theory and P r a c t i c e ,
2nd e d i t i o n , Vol. 1, M.I.T. Press 1966 (Engineering Library)
The Sports Car Engine, Colin Campbell
Robert Bentley, I n c . , (Public Library)

Research and Development of High-Speed, High-Performance,

Small Displacement Honda Engines.
SAE Paper 700122, 1970
Society of Automotive Engineers,
WO Commonwealth Dr., Warrendale, PA I5096

The Theory and Practice of Cylinder Head Modification

David Vizard, 1973, Classic Motorbooks, Osceola, WI,
(800) 826-6600

j Design Refinement of Induction and Exhaust Systems

Using Steady-state Flow Bench Techniques.
SAE Paper 720214
Society of Automotive Engineers
400 Commonwealth Dr., Warrendale, PA 15096

Sif>erFlow
3512 North Teion
Colorado Springs. Colo 80907
!303i 471-1746