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In most transfer port examples, it isn't the size that is the problem, they are usually big enough to work well, even when not reworked, as in single cylinder engines.
We have issues with width, which means we have compromised transfer areas. This issue is a large one, but not unworkable. The main issues with are volume, we don't usually have enough, and velocity, the speed of the transferred mixture up the port. We have adequate velocity, but stinking volume.
The other issues are more serious. They are the actual aim of the mixture into the cylinder, and the placement of that mixture trail into the correct places within the combustion chamber.
Some "top tuners" are blind to the facts that if the mixture ISN'T placed in the right places, the whole engine will be just plain worthless. These people simply hog out the transfers, using no clear comprehension of mixture movement paths, and then, proclaim that their super duper port job is the end of the world, better than holes in donuts. These people are also responsible for hacking the ports up so bad, they short circuit mixture that is supposed to get to the combustion chambers, right out the exhaust system, murdering performance.
Nice thing about Jon's work is, he KNOWS about things like proper placement of mixtures through ports, especially transfers, and that you just can't trade volume for velocity. The angle, and especially speed of the mixture being aimed must be upheld. Just hogging out a port usually slows the velocity down so much, the port becomes useless. Although ports that have good velocity are usually small ports, with that velocity, we get a larger volume than a hogged out, slow velocity port.
Keep that velocity up, and aim it right, and the battle is won, especially in transfer ports. This is why John's port work...works, and some others don't. Some porters are stone chippers, John is a port artist.
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