1.8L head on 2.0L block

[amalventano at sc.rr.com (Allyn)]

it has to be related to rpm. i.e. flows more air per rpm, at a low rpm range
(2.0 head), or flows more air per rpm at a high rpm range (1.8 head).
Al

----- Original Message ----- 
From: "Chris DeLong" <green536@hotmail.com>
To: <amalventano@sc.rr.com>; <jdbubb@ix.netcom.com>;
<scirocco-l@scirocco.org>
Sent: Friday, June 27, 2003 6:52 PM
Subject: Re: 1.8L head on 2.0L block


> Ok so then you are saying that increased air velocity due to port size and
> shape DOES NOT flow more air? Hmm, I would think that INCREASED air
velocity
> would yeild more flow due to the forced induction characteristics that you
> mentioned below.
>
>
>
> Chris DeLong
> Fine Tuning
> 206.367.5503
> www.finetuningperformance.com
> Seattle, WA USA
>
>
>
>
>
> >From: "Allyn" <amalventano@sc.rr.com>
> >To: "Chris DeLong" <green536@hotmail.com>,
> ><jdbubb@ix.netcom.com>,<scirocco-l@scirocco.org>
> >Subject: Re: 1.8L head on 2.0L block
> >Date: Fri, 27 Jun 2003 14:05:54 -0400
> >
> > > More airflow=better efficiency=more power.
> >
> >umm
> >depends on runner diameter/taper / rpm
> >rpm change = different intake air pulse size/speed, therefore some
> >configurations make more power at low rpm, where some others make more
> >power
> >at higher rpm.
> >just boring the crap out of intake doesnt give you more airflow in all
> >situations. narrower intake passages cause faster air velocity while
> >filling
> >the cylinder, and that very momentum can actually cause a forced
induction
> >effect, as it squeezes that much more air in the cylinder just before the
> >intake valve closes. this is how some engines can have a volumetric
> >efficiency approaching (and possibly exceeding) a value of 1. the
narrower
> >intake is not perfect though, as it begins to restrict airflow at higher
> >rpm.
> >
> >so... from an intake perspective, a stock 1.8 head is meant to flow most
> >efficiently at a higher rpm than a stock 2.0 head is meant to.
> >Al
> >
> >
> >
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