DD would you be able to find a ported swirl port head someone posted a while ago?

Thinking of Napz pro swirl design, I wonder how a ported swirl port head would go with boost....

old chevy with angled plugs biased to exhaust

Yes, it's got those too, for better burning and superior low-throttle response

but swirl inlets?

deep combustion chamber

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thank you for the history lessons Jmac, love reading that stuff and just trying to see whats possible with the cheap round ports but also with the FIA L series head I picked up for an NA application if I can finally get a sunny coupe of somekind here.

The problem is that intake valve temp isn't a huge factor, exhaust valve temp is, because it's the one that runs much hotter relatively, which is why you need different material for said exhaust valves and partly why special hardened seats were initially fitted to exhausts (in cast iron heads, obviously alloy heads had seats for both from the getgo)

What's the engine combination based on - high compression NA engine or high boost turbo/supercharged or something else? If it's boosted, it becomes somewhat moot since you'd need a bigger chamber anyway (still within the basic shape/style already mentioned) to get the comp ratio down where you need it. Exhaust valve seat width would ideally be selected based on it too - turbo requiring the widest (adn it's all relative mind you) contact patch, followed by supercharged then NA. If you're running e85 it has a decent cooling effect on the charge in general and this can be a factor too (though it's often as not offset by the fact that it enables more boost to be run and indeed more generally therefore is run)

I was thinking of almost the opposite of these chambers (late jag high comp v12) but with reduced swirl by making the inlet just a funnel and the exhaust flat with the concave on the piston to facilitate both the pull and push of both the fresh and spent mix but also having the inlet valve be cooled by the inlet charge using an oversized intercooler or e85 injection hitting the back of the inlet valves.

yes and no. THe intake valve position 'can' be an advantage, but the problem then becomes that the chamber is all in the piston which can lead to odd piston designs/extra weight of a moving part vs a stationary one. Very generally the bathtub/wedge (some combination of those two) head tends to be the one to go for for 2 valve heads when it's all said and done.

there's probably a few diesels that have heads like that (obviously not pre-chamber ones) if for no other reason than to get at the required static comp ratios necessary for a diesel to work in the first place.

So the Ford Kent crossflow had a genuine advantage with it's flat cylinder head? I wonder why more engines didn't use that design, seems like it would be adaptable to most engines

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