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Better add more resistance I'm sure you'll make more and more power the greater the resistance is.

That's a given. Do you also think that the super atomization of 0.0667 as a ratio to the air ingested would magically crowd out all the air and would kill power?

Im stating that a 0.06 percent of the whole is insignificant. At 12.5 to 1 that 1 is not equal in volume to a 12th.

Liquid.

Here it is again from NGK: WHAT IS A RESISTOR SPARK PLUG? Since resistor type plugs actually “resist” some of the spark energy, non-resistor type plugs actually deliver a more powerful spark. It is for this reason that most racing plugs are non-resistor types.

Here let me help you: The chemically correct fuel air ratio is: 0.0667/1 by volume. By weight its 14.7 to 1.

How is AFR calculated?

You think the fuel takes up too much space if its too atomized or converted to a gas?

I wonder if it has anything to do with his camshaft formula and all those tight LSA's that he recommends that increase overlap and dilute the intake charge and the cylinders ability to fill at idle needing more initial........ Lean mixtures NEED more timing.

Exactly. Companies spend a lot of money to make stuff work. 50 RPM's when you get it right.

Hmm......So you're saying a car magazine did a test on spark plug leads and therefore they must know more than NGK about spark plugs? If only the worlds manufacturers of engine components with billions in research budgets and the sharpest minds could have access to your magazine pile..... So...

Well what are you waiting for? That's enough for pump fuel. Ultimately meaningless without a corresponding change on the plug. You can do an experiment where you increase 1 jet size at a time and see what the plugs look like after each change and correspond that with what the AFR is on your...

For starters get rid of those plugs and put the NGK equivalent of what ever plug the factory put in it that came out in that year. Most likely a NGK BP5ES. Also make sure the plugs you buy have no more resistance than 0.5 Ohms from the center electrode to the tip. Those plugs are a resistor...

Do the spark plugs look different?

That depends on who's work you read. Does the fuel that's impinged on the walls travel as fast as the fuel in the air column? Is the fuel that's traveling on the walls nice and fine and well atomized? But my flow bench told me.......

I'd also look at getting PIPEMAX also. PipeMax Professional Engine and Header Design

That's cheap!

I bought the car with the engine in it as an unfinished project. My machinist screwed the combo together under the advice of a well respected Mopar racer in the US. Basically a 9 to1 360, heads were 302's with a 1.84 valve no real port work just a tidy up around the valve job, Air gap 750 3310...

I didn't build I just ruined it. It was the 360 with 302's. It was a real eye opener.

As an example Dan Smiths 410 stroker 360 with stock ported heads runs 9.6s at 3050 lbs. He does that with just 28 degrees of total timing. The exceptional performance and the fact he does it with only 28 degrees of total timing is the give away. The burn is very fast and efficient. Slow burns...

Exactly the better the burn the less time that is required to do it.

What creates the demand for the air to begin flowing in the first place?

It takes an understanding of how an engine actually works. Here's a hint: Its not an AIR PUMP. Until you can grasp that detail you'll always need a bigger head to make more power while those that do understand can make more power with a lot less than you need.

It is and the guy knows what he's doing. There are many others doing close to that but with more. You would need to understand his philosophy and approach to engine building to understand how he's able to do it. Its certainly not all about BIG heads to do it.

Smart people do not rely on luck. https://wright-here.net/files/articles/phr_1109_sbo/phr_1109_sbo_ocr.pdf Knowing he wouldn't need enormous runners for the amount of cubes, Dale kept the volume down. He says: "The intake port is way smaller than the original. ,think the factory was 152 cc and...

Sometimes even a blind squirrel finds a nut. Go and think about that sentence and figure out where your blind spot is. I'll leave you with this: Just because a head flows 250 cfm that doesn't mean that is what the engine uses.

You are giving advice that contradicts the title of the thread. That figures. When you have and have seen results contrary to what people here say and repeat ad nauseum because they don't actually know. Its not hard to get a 318 head over 200 cfm and I have a set over 240 cfm that I ported...

Here maybe you need to hear it from some one else:

Not everyone running 11's with a small port 308 is a pro engine builder. Quite the opposite. But by all means stay where you are. Have you ever ported a cylinder head let alone 318 heads?

That's the problem isn't it. Your arguments seem to produce average results yet other people out there manage to make more impressive power with less.