CNC Mill Mark Removal in Intake Port

273 said

Like there's got to be an atomization range, from what a well tuned average performance engine is, to the bleeding edge of what highly developed multi million dollar race teams are doing vs what an highly competent engine builder can do. And how much R&D would it take to go from what an average guy build achieves to what a highly competent build achieves and what kind of power gains are we looking to make with these possible fuel atomization achievements in an average 300-600 hp engines ?

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Atomization is the first step to vaporization. You want the fuel vaporized in the chamber.

And that’s the bulls balls of the whole thing. How does the tuner or end user get to full vaporization or at least as good as it can be within the rules or whatever limits we have to deal with.

If you want to run 190 plus coolant temperatures, a heated intake manifold and the required lower compression to do all that then for the most part the heat is doing the work for you.

If you want to run more compression you lower the coolant temperatures (lose some vaporization), a cold air intake (or worse yet a tunnel ram) and you lose more vaporization.

That means you have to look at what booster you can use to help with better atomization to get to better vaporization and the burr finish helps with that.