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Wasn't this article was it: How to Pick the Best Carburetor for a Street/Strip Car

A lot more than you can imagine.

What does that have to do with the average engine build most average guys will attempt........ The sharpest guys aren't reading DV.....

Here watch this: Amazing Video: Jon Kaase Tests Airflow Dynamics With His Finger

What's the pressure in the chamber when the intake valve opens? Theoreticals are not realities. Anytime you create conditions that invite reversion like bigger valves, bigger runners, bigger intake bigger carb and longer duration camshafts then you are not filling the cylinder no matter what...

How about you tell us how port velocity changes during piston travel vs valve opening? Surely you have a formula for that too..... I'm sure both are very low on the "average" engine builders priority list too..... Anytime you have both valves open after combustion has taken place means you'll...

Here's a thought. After you work out what the ideal port velocity is then you can work out what the perfect fuel droplet size is to go with it. Then after that you can tell me how you plan to control the size of that droplet?

Why not? You think a velocity reading on a flow bench will magically tell you everything. Still deluded into thinking air flow is constant and one directional let alone what is happening in the cylinder during combustion. I have magic formulas........LOL.

What no formulas and charts to tell what the reversion velocity is?

What's the velocity in the port when the exhaust is pushing back into the plenum?

What's the velocity in the port when the exhaust is pushing back into the plenum?

Its funny hearing people parrot what's too big and what's too small......Dan Smith runs incredibly quick with a head that everyone including yourself claims is too small for the CI. There's more that goes on in a running engine than just air flow. What's the velocity in the port when the...

I don't think anyone really knows.

With a 2500 stall and 3.23 gears, dual plane and 650 carb? That cam is comps replacement 340 HP camshaft with only 218 @ 0.050 duration. Its got all the velocity it needs to fill the cylinders........

Yeah until you see a 318 with ported 318 stock valves run mid 12's with a 218 hydraulic cam in 3400 pound street car.

This^^^ And it shows up on the plugs. If the cylinder doesn't fire correctly it doesn't push out the rings to seal the bore.

Does it do it when in neutral and you rev the engine to the same rpm as when you have the problem at 80 mph? If it does then it can be ignition and carb related.

Better add more resistance I'm sure you'll make more and more power the greater the resistance is.

That's a given. Do you also think that the super atomization of 0.0667 as a ratio to the air ingested would magically crowd out all the air and would kill power?

Im stating that a 0.06 percent of the whole is insignificant. At 12.5 to 1 that 1 is not equal in volume to a 12th.

Liquid.

Here it is again from NGK: WHAT IS A RESISTOR SPARK PLUG? Since resistor type plugs actually “resist” some of the spark energy, non-resistor type plugs actually deliver a more powerful spark. It is for this reason that most racing plugs are non-resistor types.

Here let me help you: The chemically correct fuel air ratio is: 0.0667/1 by volume. By weight its 14.7 to 1.

How is AFR calculated?

You think the fuel takes up too much space if its too atomized or converted to a gas?

I wonder if it has anything to do with his camshaft formula and all those tight LSA's that he recommends that increase overlap and dilute the intake charge and the cylinders ability to fill at idle needing more initial........ Lean mixtures NEED more timing.

Exactly. Companies spend a lot of money to make stuff work. 50 RPM's when you get it right.

Hmm......So you're saying a car magazine did a test on spark plug leads and therefore they must know more than NGK about spark plugs? If only the worlds manufacturers of engine components with billions in research budgets and the sharpest minds could have access to your magazine pile..... So...

Well what are you waiting for? That's enough for pump fuel. Ultimately meaningless without a corresponding change on the plug. You can do an experiment where you increase 1 jet size at a time and see what the plugs look like after each change and correspond that with what the AFR is on your...

For starters get rid of those plugs and put the NGK equivalent of what ever plug the factory put in it that came out in that year. Most likely a NGK BP5ES. Also make sure the plugs you buy have no more resistance than 0.5 Ohms from the center electrode to the tip. Those plugs are a resistor...