stocker low lift flow

[R. Thorne]

Thanks, Billy and Myron. Engine is low rpm Pontiac 350 (6300 rpm max). Ron.

[Mike Taylor 3601]

If you can average #'s, I worry more about average flow than big #'s,usaully the heads that have highest average will out perform a head with better high lift #'s
Will have flatter and wider hp/tq #'s which equals faster and more consistent car,will be less sensitive to weather,shifts etc.
Mike Taylor 3601

[Adger Smith]

I'm with Mike on the average flow. I've had engines pick up big time when I change the valve job to one that provides a fatter bell shaped flow curve.By big time I mean in the operational torque curve. I would much rather see a flow curve that was way fat at low & mid lift than one that was a few points higher at peak and was linear. If you can do that you are usually going to see more tq and better down track performance, esp pulling off a gear change & hitting the converter leaving the line.
Now leave the seat angles you have on it alone and go to work on the shape of the valve, esp at the margin. Watch what happens!! :~)

[gmonde]

low lift numbers are the ones you want to improve on ,, on a stocker you might be able to get those numbers to be good past .500 lift and them some but most of us if not all have to work below that number ,, also valve train comes into play, the valve train has to do it's job to keep the lifter on the cam ,or it will act like a governor ,, small chevys have the lightest valves but have a small lifter diameter witch causes cams to go bad ,,, some of the a/sa and b/s-a chevy cars buzz real high at the end ,,lots of mass to be running gmonde

[CFMCNC]

Every time we take away low lift flow and put it in the midddle to top we gain torque and HP.We flow all heads in both directions to see what needs to be done to minamize exhaust from reverting , Restricted Induction with high manifold vacuum will pull exhaust back into cylinder,We address that with valve seat angles and cam shaft timing and eyebrow shape.Bill C.