At last! Some REAL airflow #'s for stock E7TE heads!!!
 

Okay, I had to do an in-depth research project for an automotive engineering class, so I decided to do something that would benefit me as well as others. Using a SuperFlo flow bench and a bone-stock E7TE as-cast cylinder head (stock valves) with about 90k miles on them, I flowed it. Note that all of the carbon was removed from then valves and ports before testing; no metal whatsoever was removed.

I took readings every 0.050" of valve lift, using a dial indicator with a long lever arm, adjusting air flow until I achieved 28inH2O at each interval. The barometric pressure was 30.05inHg (763mmHg), ambient air temperature was 74.5 deg F, web bulb temp was 62 deg F (not that wet bulb temp has anything to do with it ;) ).

I've not made a graph of the data yet, but here it is in text form:

INTAKE..........................EXHAUST
********************************
Valve Lift ... CFM .......... Valve Lift ... CFM
---------------------------------------------------
0.050 ------- 27.4 ------- 0.050 ------- 23.9
0.100 ------- 38.0 ------- 0.100 ------- 28.6
0.150 ------- 50.2 ------- 0.150 ------- 36.6
0.200 ------- 59.3 ------- 0.200 ------- 46.1
0.250 ------- 65.4 ------- 0.250 ------- 52.3
0.300 ------- 66.9 ------- 0.300 ------- 57.2
0.350 ------- 67.6 ------- 0.350 ------- 60.4
0.400 ------- 68.4 ------- 0.400 ------- 61.2
0.450 ------- 68.4 ------- 0.450 ------- 62.0
0.500 ------- 68.4 ------- 0.500 ------- 62.0

As you can plainly see, these heads fall on their face after ~0.350in of lift on this flow test. I should also state that these are the numbers that I GOT, so I don't wanna hear any complaints. :p It's just for a research project, but I thought I'd share with my fellow 'Stangers!!! It'll be interesting to see how much of a difference a good port & polish will do. I will flowbench test again after each phase (remove thermactor bumps, open up each port, contour valve guides, etc.) along with volumetric values of the port sizes, so stay tuned!

p.s. This test was with no manifolds attached, bare castings w/ valves & check springs only.

p.p.s. I know, this belongs in the Windsor Power forum. I'll move it there shortly. Just wanted to show my ppl in the BOL. :D

These are mine
 

thisis what I got for TFTW.

Rev

i dont understand your figures. only 68.4 cfm's? am i missing something? isnt that really low?:confused:

Capris, sil vousplais?
 

You're talking to Capris, aren''t you?

Rev

Yes, I understand your confusion. I didn't believe it at first, either, but that's what I got. I even tried different flow ratings on the machine and calculated the same thing (within 1-2 CFM). The numbers are for individual ports, not the entire intake bank for one head. So, if you want the total intake capacity for a 5.0L with E7TE heads, it's (68.4 * 8) = 547.2CFM, which DOES make sense.

This leads to my other point about E7's: their airflow is apparently, and I mean by the math only, NOT one of the limiting factors on a 5.0L engine. I know I'm going to catch hell for that remark! :p Well, I think the MAJOR difference is that the aftermarket heads flow better at lower valve lifts than E7's do, really. They get that high flow *BANG!* right now. With E7's, you have to wait for the valves to get about to 0.300in open for maximum airflow. That costs time, especially detrimental to power when you're in the upper RPM band.

Using basic internal combustion engine equations, you can see this:

100% volumetric efficiency = 0.5 * RPM * displacement / 1728

= 0.5 * 6250 * 302 / 1728 = 546 CFM

This is pretty DAMN close to the 547.2 CFM (within 1.2 of!) the heads can flow. I believe the trick is to get those valves OPEN to the point they are flowing maximum airflow (at least 0.300in), and keep 'em there for as long as it will draw in or expel a charge. It seems like what Comp Cams wanted to do with the Xtreme Energy cams: more area under the curve.

Mebbe this goes to serve another point: Ford did their homework when they developed these engines. I'm still trying to figure things out, and I'll keep you guys up to date if I come across anything noteworthy. Mebbe it's the intake keeping it held back, too??? :confused: Anything I flow less than 547 CFM will be suspect and held at gunpoint. ;)

Superflow SF600 - Flow Numbers Intake *

...........................Lift .100" .200" .300" .350" .400" .450" .500"
Stock E7TE 302............53.0 95.5 133.4 141.5 143.8 154.0 159.4
Dart Windsor Senior.. 61.1 123.9 161.5 178.8 196.1 207.0 218.0
PowerHeads E7TE 302 63.5 124.0 189.5 202.9 213.0 216.5 217.0

Your numbers are way low compared to these provided by www.Powerheads.com

Way low.

I know. I'm looking into it Monday or Tuesday, so we'll see what the deal is. Give me some time and I'll figure out what's up. :(

interesting info:Ford Muscle

Out of curiosity, what engineering class is that for?

When I had my Internal Combustion Engines class, the coolest thing we did was tear down and benchmark a Briggs and Stratton 20 hp engine. It was still interesting, but it would have been better if they would have let us tear into the 6 brand new Viper engines they had rotting away.:cool: Word is, the university has to scrap them for liability, because Chrysler donated them and that was part of the agreement.:( :mad:

It's for automotive instrumentation and testing, the most difficult (and hopefully final ;) ) class in the automotive engineering program @ my college.

I think I know what the problem is as far as my numbers go. There's 6 separate scales I could use, and basically the manometer shows percentage of airflow. You then multiply the percentage by what is essentially the "multiplier" for that range. I'm going to calibrate the bench myself or at least *maybe* get something to do it from my buddy @ Tenneco. The flowbench is OLD but it should be working properly. My plan is to try a couple of other ranges on the bench and compare/contrast readings. Then I'll know if the bench is FUBAR'd.

capri, what college do you attend. my home town is Brooklyn michigan. not too far from monroe. i go to grand valley state right now. i was just curious

Yeah, I was wondering that too. Also, what is the title of your degree.

In May, I will graduate from Michigan Technological University with a B.S. in Mechanical Engineering Technology.:cool: No job yet, but I'm still looking.:(

UPDATE
 

Okay, I replicated the test tonight with the only variant being the "flow range" on the machine. I moved it up a notch after I secured the back of the machine with duct tape (just a temporary measure for sealing).

On the exhaust side I came up with 110cfm @ 28inH2O with 0.500in valve lift, and the intake flowed 134cfm @ 28inH2O with 0.500in valve lift. MUCH BETTER than 68.4cfm!!! :D Although, I'm still not convinced that the machine is anywhere near correct. I'm going to try calibrating the machine myself somehow, and come up with a new multiplier scale if possible. This way, no one else makes the mistakes I did. I didn't flow them at any other valve lifts, so it is yet to be determined whether I'm on the right track. I'll check back in soon as I have results. :)

MTU 50 & Tony Frank: I'm attending Monroe County Community College, and will be receiving my Associate of Applied Science in two months. After that, I honest to God don't know what I'm going to do. I'm hoping for a chance to get my BSEE at University of Detroit Mercy. That's the degree I initially wanted, and the way things are going in the automotive world, I very well likely could use BOTH degrees to my advantage. :cool:

BTW, I'm not embarrassed at all to say I'm going to a community college. After all, we're the only one in the world that has a Formula SAE team!!!

Re: UPDATE
 

There's nothing wrong with going to a community college. My brother is going to Macomb and living at home until he figures out what he wants to do. It saves a lot of money that way, and if you are thinking of going to U of D, you'll need all the ca$h you can get.

We have beat you in Formula car for all of the years listed though.:p :D

http://www.sae.org/students/fsaeresu.htm