Ive found a new way to port your engine

I don't know if this is the right place to post this?

I have found some amazing things with air flow and fuel
consumption when porting a head and manifold with a wire wheel.
My port looks like this and so does the manifold.




I have a 1986 Nissan Bluebird wagon 2000 cc (no EFI on this one).
I have improve fuel efficiency under highway driving conditions and
have poor fuel efficiency under full load but seem to have more
power I don't have any figures sorry.
I was wondering if anybody has a flow bench handy and some
spare time to bore out PVC pipe with a wire wheels as a test,
having 2 the of same length and one to compare flow to?
I had a primitive test setup that used 2 vacuum cleaners with a tee
connected to a tube in a bucket of water, I found that the head of
water did not go up very much when I was connected the tee to
the inlet port with the manifold attached and I also found when I
moved the tee about 10mm down from the port the reading when
negative eg in free air I had about 110 mm of head then it went
down to about 50 mm, it was a 32 mm tee with a short piece of 25
mm pipe inside.    
In my test I found that the intake track 620 mm with out the valve
had the same resistance (head) as a piece of 25mm PVC pipe 45
mm long.

Ignition control, well I can't find any around to do what I want
I have a normal Toshiba laptop with my own program controlling
the timing on my engine, its a bit limited because I only have 3
inputs to control my timing over the load range,
so I put a request into the MSD engineers the other day.
MSD Forum
My engine timing is also very different the timing is linear with rpm
and is quite lower as well (closer to TDC).
see pic


I have a web site http://ampair.tripod.com if anybody is interested.

I have a video of fuel flowing from Vacuum secondary port on you tube to prove the increase in air flow.
Vac sec opening  

That is not new.  
professional hi-performance engine builder

Horsepower sells engines and torque wins races

Nothing new.

On any head, you never polish the intake runners. When you finish porting you use either a small coarse wire wheel or most commonly a stone on the die grinder to create a rough finished surface.

A smooth runner is like rain on the window of a car going down the highway. The water sticks and runs along the smooth glass. On a rough surface the air gets under the water and pulls it off.

The same goes for fuel in a runner. Rough surface allows creates microscopic  turbulent air allong the wall surface to lift the fuel to better atomise for efficient power and fuel economy.

Timing changing with RPM on EFI is also not new. My F.A.S.T. system changes timing not only with RPM increments of 200RPM, but also with throttle position. On dyno at 5200 I made peak torque with 32deg, but peak power at 6900 with 36deg. Below 20% throttle I run 48 deg timing for fuel economy at cruise speeds. This is how new cars make 400hp factory and get 36 MPG...  

ok
I think my surface is quite a bit more than microscopic?
Do you have to retune the slope after porting the engine?
does your advance flatten out around 3000 rpm?
my timing is linear with rpm and I have a vac adv range of 20 deg off the base line dependent on load and temperature Dependant. (you are using a flat 48 deg????)
under higher temperatures my base line must go into the power stroke to avoid knocking, I don't think anybody has an engine like mine.  

what I have done seems to double the air flow so a normal efi car would have problems because there is not enough fuel.

my fuel economy is 15 to 60 mpg (imperal) for a 2000 cc engine, however you might find that a little hard to swallow.