Peach Butt...Why in hell did Dolphin come up with that?
Maybe he has issues with smooth skin?
Anyway, as you all know, the average steady flow numbers used to characterize ports are crude guidelines that sorta keep things within limits.
Real two phase pulsating folw in ports is as much an acoustic phenomena as it is a steady flow problem.
In a real running engine pressure waves are bouncing all over the place as the ports interact with the inlet and exhaust systems.
I dont really know how sophisticated the models that are available to auto engineers are.
From my CFD experience the pulsating flow in a port can be calculated pretty well with a small supercomputer and a flow code like Fluent.
A good CFD guy could then fake in the droplet flow and maybe some atomization criteria because the fuel really doesn't have much momentum.
Put this together with an engine power criteria and calculate a few hundred port shapes and understanding should follow.
All this points out the wilderness that porters work in..flow bench or not.
Smokey Yunick had the tech in the '80's to measuere port flow on a real head while the thing is motored on a dyno.
The company engineers surely have this capability but I doubt anyone outside of factory teams can do port work using this tool.
I consider top speed at the 1/4 or whatever to be a good indicator of average peak power.
A well geared bike is in the meat of the powerband during the whole run.
By energy balance...top speed should scale with the square of average peak power.
I still would like to know how a stock head would run on the 1397.
It should be pretty constipated,,,I want to know how much.
BTW...That is Dr. Daddy Peachbutt.
PhD in Fluid Mechanics in ChE, 1974.
What I have forgotten!