Why would low lift head flow hurt power?
And that’s fine in my eyes if you apply it and can
Track prove that it works. If you can’t it’s just azz gas blowing in the wind.
I’ve been using 50 degree and steeper seats since the late 1990’s. It’s not new.
Like everything else, things like this are slow to catch on.
There are some big names that disagree with a 50 degree seat on “low” lifts but I’ve tested it. The 50 always made more power IF the shape of the valve is correct AND the valve job is done correctly.
One example is a 4 cylinder Esslinger paved circle track deal. Two identical engines in two identical chassis.
The only differences were the valve job and the correct cam as a 50 degree valve job take’s different cam timing.
I can’t remember the power difference on the dyno but I think it was the mid 20’s.
On the track, the 50 degree engine blew the doors of its sister car and pretty much every other car there.
Of course, the car owner was pissed because the 50 had the “better” cam and I told the dude not better for the 45 degree seat.
After two weeks of sniveling I told him to call Bullet and order the wrong cam for the 45 because I wouldn’t do it.
We did the cam change and on the dyno it was a pig. Peak power was close but it looked like a 2 stroke curve with a sharp peak and no over rev. The customer watched every dyno pull.
At the track he got lapped. It was embarrassing. Of course all the
“smart” people said it wasn’t the valve job that made the 50 degree engine faster.
Finally, at the end of a frustrating year where his hired driver won the championship the customer caved and let me do a 50 to his head.
He won the last race that year and the championship next year.
I can tell you more examples like that. It’s not magic. It’s a part of the entire engine build.
Doesn’t matter to me who uses what valve job but when guys like DD repeat the same nonsense about curtain area and lift “rules” I call them out because they are wrong.