Brazed lumps, even epoxy lumps for a 235 is pretty exotic for us backyard hackers. Like I said, I would love to have a flow bench and see what effect certain things have on air flow through the valve. For example, in 1950 when GM introduced the powerglide to the Chevy line, they apparently had concerns about parasitic loss and thus used a 1 15/16 inch intake valve to increase air flow. This continued until 1952. I think it would be interesting to know what effect just installing that valve has, and then how much hogging out of the valve bowl is needed, if any, to maximize the use of the larger valve. In other words, what is needed, and where is the point of diminishing returns.
Same for the intake ports. I always thought the intake port itself was theoretically large enough to support a pretty good amount of flow, at a good velocity, for lower rpms (say 1500 to 5000 rpm). I would love to know what effect on velocity enlarging that port a bit would have on velocity and air flow through the valve. Maybe negligible maybe not, might be a balancing act between the two.
Same on the exhaust side. You can get nice one piece stainless 1.6 exhaust valves, with nice cut down stems and swirl polished under heads that will fit. It would be very interesting to see what the larger valve will do all by itself, and then what has to be done in terms of relieving the exhaust chamber pocket to make use of the larger valve.
I know we can discuss this and offer opinions and thoughts on theory, but actual numbers would be the most fun. But again, without owning a flow bench, having to farm out my curiosity to a third party might get pretty expensive pretty fast.
Last edited by mdonohue05; 02/09/22 02:23 PM.
