perf-list-digest Sunday, December 13 1998 Volume 01 : Number 170

Ford Truck Enthusiasts - Performance
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In this issue:

FTE Perf - Low Lift Air Flow
FTE Perf - Re: C6
FTE Perf - ADMIN: Chat addition



Date: Thu, 12 Nov 1998 09:05:53 -0800
From: "Chris Samuel"
Subject: FTE Perf - Low Lift Air Flow

The intake flow at the valve close event is as you describe cut off before
the valve is fully closed IMO and that is all that this is: On a naturally
aspirated engine that point is in the range of 0.010 or so. This would be on
an engine that is not only machined to the perfect geometry but is also
actually running at the single perfect RPM to be operating at 100% VE. The
only other way to get there would be some kind of blower and then you might
just blow the valve open if the boost is too high for the spring.

As I look at the Flowbench print out for my 400 heads; at about 0.010 I was
reading 10 CFM and by 0.085 I was over 50 CFM ( TP 25" H20) Looking at the
plot between "Potential" and Measured Flow I was able to exceed the
"Potential" by a few percent in the below 0.085 lift area. This is a good
thing if the model used to generate the "Potential" flow is valid. Because
Superflow software generated it I tend to put some faith in it but only the
dyno knows for sure. The point of this is that for any high pro engine the
low flow capabilities are vary important as the valve spends more time in
this area then at full lift, with the possible exception of a Pro Stocker
and even there the thing better flow ok at low lift.
Simply because there are big flow numbers does not indicate useable power
production. It may build big numbers but be a pain to drive due simply to
the low lift characteristics, or due to the head flow being simply too big.

I guess I say that because I see so many people spend money where they don't
need to because of the "Hollywood Factor". Personally I have found that if
it is surrounded by a BUNCH of hype and needs it; or came out of LaLa Land
that ya want to be a bunch more then skeptical... Ya want protection! What
does this have to do with air flow?
After a point it is not so much how much but what quality that becomes the
issue. That point is dependent on the application and required power output

Ok, I will get off this here soap box!
I just got off the phone with a rice boy he done read too many magazines!


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Date: Sat, 12 Dec 1998 11:17:03 -0800
From: Vogt Family
Subject: FTE Perf - Re: C6

On Fri, 11 Dec 1998, Sleddog wrote:
> ok, anyone know if the sprag is something that high perf versions are
> available? or only stock units.
> well, i will be doing a teardown when i can, maybe in feb as i am too busy
> at this point. will let everyone know what i find. thanks for all the
> help.

It looks to me that the roller clutch ramp is pressed into the rear
shell, the one that has splines on the outside to engage the L/R clutch
pack. If there was a sprag available you would probably have to replace
that whole shell.

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Date: Sat, 12 Dec 1998 16:59:54 -0500
From: Ken Payne
Subject: FTE Perf - ADMIN: Chat addition

Telnet chatting has been added in addition to Java chat. It
works well. I don't know if it works with AOL because I
don't have AOL to test with. Let me know if you have AOL
and it doesn't work. The new chat server is pretty bullet
proof. It's been running for a week without a problem and
is still using only between 300-400k of memory and .002%
CPU resources. The Telnet chat link is on the chat page.
In addition to AOL users, anyone with older browsers,
browsers without Java and some Macintosh browsers should
now be able to chat via Telnet. For the curious, Telnet
is a terminal interface for the Internet (what we used before
browsers came along). Most computers have a Telnet client
on them, just click our Telnet link and it should launch.

Ken Payne
CoAdmin, Ford Truck Enthusiasts

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End of perf-list-digest V1 #170

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