Not sure 1) how you can say that because you do not have velocities all over the place because of common fluid mechanic principles, unless you are creating vorticies by overlying lips and sharp edges/bottle necks. You will have no slip wall conditions known as a boundary layer and from there velocity will increase as an exponential function until free stream velocity which will be seen near the middle at x distance from the wall. Turbulence indicates pressure will vary as a function of time but this is what causes great mixture motion and the ability for a large spark increase.
2) not sure how you can state that if I stuck a velocity probe in there I would see this. A velocity probe is not ideal for this application because it requires one of a few things (pin wheel, fluorescent dye...). The way you would measure this is with a pitot tube measuring dynamic and total pressure across a streamline which in a good head application will be almost impossible because of turbulence associated with mixture motion making stagnation pressure and dynamic pressure readings across a streamline not plausible. If you did this I would like to know because I would like to see the data it, although it would be skewed. To really do this experimentally would cost over 50k.
3) how you can claim air speed is too high. Velocity is a good indication of an excellent head design for numerous reasons. One it shows that the head can decrease static pressure to the point where all energy flow is into the dynamic pressure which will decrease losses relative to the suction applied and two it is indicative of great mixture motion. If you have great flow and no velocity as in large runner designs you might be able to fill the cylinder but good luck at getting Maximum Best Torque timing out of the motor. On a two valve design high velocities cause a swirl motion to occur in the cylinder due to the staggered valves which decreases localized hot spots, increases fuel mixing and increases flame front propagation across the cylinder during combustion events (meaning peak pressures will coincide closer to best leverage on the crank). All of which will lead to more power. Of course if you have velocities approaching 240 mph under normal close to STP conditions choking will occur which will cause temperature rise and flow losses but then again comparing a similar runner size of AFR heads to others its obvious flows are not being restricted. This clearly shows you have no coking at the pushrod pinch because if you did the flows would be lower than similar sized heads with same valve sizing.
The only thing all this says is AFR obviously has top notch engineers familiar with compressible flow and fluid mechanics principles which speaks for itself about the quality of their products. Just don't go knocking on some company because you aren't a fan.
If you have a flux capacitor you can go back in time, but whats that got to do with anything?
Yea, velocity probe - meaning pitot tube, most aint gonna know what that is.
So youre saying that a speed of 380fps (or higher) at the pinch is ok.
And a csa of 1.9" sq. is ok and wont make a 383 go into choke early.
Flow isnt going to be lower (by much) if the p-rod pinch is too small, the air speed at the pinch is going to be much higher.
Next your gonna tell me that a 2" csa is ok for a 383 turning 6000rpm, right?
what should the csa be?
what should the air speed be?
I'm not saying the Profilers are the best head (or that TFS are because I own a set), I'm just stating what a well designed head (port) should have. Just beause a head flows well, is small cc, has high velocity, and is shiny, dont make it right, I dont care whos name is on it.