Yeah the other direction looked all wrong and not smooth

The narrowing doesn’t increase velocity ? Through the CSA of the boundary?

@@ecc5119 Only to a point. At some point it will just act as a smaller runner that is not large enough. This I assume is why he said “if the port or runner is large enough”.

I remember him saying in a DBG live stream that if a port is too big, they might help, but otherwise not a good idea.

Golf ball dimples cause air resistance and what allows the ball to stay stable in the air by causing friction more or less. That’s also why I can control the ball and turn it right to left at will by causing more or les spin to grab the air in whatever direction.

@@Thumper68 You are way off and completely wrong. I have actually tried hitting smooth golf balls, and they go nowhere compared to those with dimples. Dimples on a golf ball create a thin turbulent boundary layer of air, that clings to the ball's surface. This allows the smoothly flowing air to follow the ball's surface a little farther around the back side of the ball, thereby decreasing the size of the wake. A dimpled ball thus has about half the drag of a smooth ball. Dimples also affect lift. A smooth ball with backspin creates lift by warping the airflow such that the ball acts like an airplane's wing. The spinning action makes the air pressure on the bottom of the ball higher than the air pressure on the top; this imbalance creates an upward force on the ball. Ball spin contributes about one half of a golf ball's lift. The other half is provided by the dimples, which allow for optimization of the lift force. Dimples on a golf ball does the exact opposite of what you claim. Dimples are also used in other instances, where smooth and fast airflow is needed.

it is they need to make a spacer funnel shaped with vents to help atomize

Eric did video on dimples during the "internet ports heads" series, and when only applied to certain areas of the port, the dimples helped on the flow bench. They are vortex generators that thicken the boundary layer, so there is no point in using them everywhere in the port unless the entire port were too large. At that point, a smaller port would make more sense.

Eric; I've been porting heads since 1963. You can have to much air speed or not enough! You have to think about laminar air flow also also

Rest of my reply: one thing is that air only likes to flow in a straight line. The key is to figure out how to make the air turn!!! 🤔🤔

I guess thats why the runner floors in most intakes are ribbed.... and not smooth.... theres a reason for that if you didnt know. Turbulence and fuel atomization plays a role here.

@Chugg.Norris Smooth transition between mating surfaces but rough surface otherwise. I think back in the 90s, people were experimenting with dimples to help keep the fuel atomized as it passed from the carb into the cylinder.

I like this analogy. Though I think the "center of the bucket" moves around quite a bit depending upon which runner is pulling from the bucket. So the center of the bucket is relative to which cylinder is drawing air.

@@frotobaggins7169 Right. If any better NA performance is to be made a different approach to air flow is needed.

I think you heard that wrong. The hvh 4500 to 4150 gains between 10-20 everytime that’s my favorite. It just requires a dominator. The favorite 4150 is the afr which is barely 3-5hp better than most.

@@WeingartnerRacing thanks for the reply Eric, I know you're busy. Re read my original post. Your favourite hvh 4500 to 4150 adapter only gained 3 or 4hp on just mopar Joe's KZfaq channel last week. I can send you the link if you like.

not sure theirs is a true apples to apples comparison since they went from a 2" tapered to a 1" tapered dimple. They might have picked up more power using a 1" Wilson spacer. who knows

@five27racing I'm not sure either. I wasn't there to know if there was any trickery, so I always take internet with a grain of salt. The only 2 spacers I use it the 2" HVH with a procharger blow through combo, and it was great. Right now, I have the Trick 2.375" tall space for the 2 burst panels. It didn't show a gain, but it didn't lose power either.

I agree, it's interesting but starting at 4,500 rpm is a racing only application. I get that dynos present a problem off idle up to about 2,500 rpm but most people don't spend much time in the 5,000 + range. They might want to. Their heart may be in the racing range but on the street, it's just impractical.

Depends on how much plenum volume you already have. Dual planes with spacers generally give lots more low and midrange torque and can help in the higher rpm’s. I doubt you would see the big gains like he has here though

Using a center punch to create burrs is the answer on a 180 manifold below the carb or just annular boosters . Get it mixed fuine as possible !!!

atomizing is what I want,,,like to see it on a sbc 383 from 3k to 6500

You just need to research a lot of money just to see if it works the best Dyno is your race car it's all snake oil ! Take it to the track make only one thing at a time so you know what works. R.Roman NHRA Sportsman Racer 😊

@@annmarierudolph2291 While I agree. It's hard enough to see legitimate differences on the dyno if they are only 2 or 3 horsepower here and there. You will never measure that at the track.

I agree, both the “cheater” and the flipped dimple “choke” the air flow down, which “should” increase air speed

This application has nothing to do with what you're talking about, but congrats on being a golfer.

@@wayne8498 that’s kinda my point but I do understand how and why dimples on golf balls work and it’s not for making air move faster and not what it does In this application.

@@wayne8498 I guess I could of mentioned my old man’s a master machinist and mechanic and has been making 700hp small blocks longer then I’ve been alive so I’ve picked up just a little bit of knowledge for this application as well.

I have a plastic one on my camaro for years and it’s fine but I also never have backfires..

@@Thumper68 it would probably be all right

I was thinking the same thing that the dominator carburetor is probably what is gaining more HP more than the spacer adapter

No because I tried an open adapter and it was 4hp better than afr spacer and 4150 carb.

@@WeingartnerRacing so the 4150 was adapted to the dominator spacer?

As i understand its to try to keep fuel in suspention through creating turbulance. I could be wrong, but it's necessary in a deisle engine because the stroke and hollow space in the piston is enough for raw fuel to settle on the piston.

@@____MC____ oh ok cool. Tha k you very much

Glad to respond. Turn off your cap lock.

@@WeingartnerRacing its off

What comments.

You did. It’s back a ways.

Yes

I did. You can purchase the book to see the results or just wait for the video to be published to see them then.

Take it to the track, and try it with and without. Usually, those intakes respond to more plenum volume, but the MPH will SHOW YOU.

No it would be worse. That extra inch of fall just gives you more time for fuel to atomize better.

It would likely show in the 60’, which would show up in the final ET. Unless it adds more torque and the car had a spinning issues to begin with.

Not every engine is operated at WOT all the time so it could be very nice at cruise speeds where you just want to pass someone carefully but not go WOT downshift and all. Sure if it's a race only engine it probably don't matter but a lot of people drive cars on the street too.

@@davidphillips3953 agreed. I footbrake launch my car at 1,500 rpm, and it immediately flashes to 4,800. An extra 30 foot pounds would definitely show up there

Didn’t make more power.

@@WeingartnerRacing I was thinking in regards to the upside down test that seemed to be better.

@@WeingartnerRacing Its to bad you were not able to test the real HVH Super sucker 4150 flange. Would be cool to see the difference compared to the HVH knock off and the AFR

Looks like # AFR 227 in video.

My bad it's a AFR 4460.

Dude really what's wrong with testing things weather it makes more power or not you always got to test something because you may never know until you test.

He does something similar with the four hole tapered. It wasn't dimple though he put it upside down and he did gain power. I don't know if that would be the case for every engine.