A
Anonymous
Guest
some freeky 'bleeding-edge' stuff for those that have heads off.
http://www.somender-singh.com/
check it out. let's argue.
Ern
http://www.somender-singh.com/
check it out. let's argue.
Ern
Naah, Dirty Earnie, I won't argue about something I know nothing about.
Point is that the results of grooving sounds intuatively correct. If you take a narrow angle Hemi heads, they have a poor mixture motion. Polished combustion chambers do really poorly for BSFC.
I've been told by aero engineers, that everything in the Internal Combustin engine is turbulent, so all the lamina flow crap expoused by people selling or designing clean but ineffective heads is a herasay. If one can create pressure gradients which allow nitrogen to be exposed to spark, squish and have localised points of lamina flow where the the flame front can generate from, then we've hit paydirt.
Everything said seams right on the basis of the evidence from engine modifiers. Only question I have is why haven't the GM Powertrain team discovered this? As far as I am aware, their work on mixture motion has been a living legend, and the efforts have saved millions of unit cost on not going to multivalve engines.
Keep hard tabs on this one, brother.
Point is that the results of grooving sounds intuatively correct. If you take a narrow angle Hemi heads, they have a poor mixture motion. Polished combustion chambers do really poorly for BSFC.
I've been told by aero engineers, that everything in the Internal Combustin engine is turbulent, so all the lamina flow crap expoused by people selling or designing clean but ineffective heads is a herasay. If one can create pressure gradients which allow nitrogen to be exposed to spark, squish and have localised points of lamina flow where the the flame front can generate from, then we've hit paydirt.
Everything said seams right on the basis of the evidence from engine modifiers. Only question I have is why haven't the GM Powertrain team discovered this? As far as I am aware, their work on mixture motion has been a living legend, and the efforts have saved millions of unit cost on not going to multivalve engines.
Keep hard tabs on this one, brother.
A
Anonymous
Guest
well, X, I've only got about 2 days more exposure to this than you...
but the dyno and butt-dyno results people are reorting seem to point to this working where rpm-induced charge motion and chamber pressure are low (low-rpm, off throttle) but standard dyno results aren't really any different (full throttle above 3krpm). Wish my old 6 had this stuff...
the webpage is a bit hard to read due to the language barrier, but it's neat tech at any rate.
but the dyno and butt-dyno results people are reorting seem to point to this working where rpm-induced charge motion and chamber pressure are low (low-rpm, off throttle) but standard dyno results aren't really any different (full throttle above 3krpm). Wish my old 6 had this stuff...
the webpage is a bit hard to read due to the language barrier, but it's neat tech at any rate.
I read about this a few years back. He stated that you could work the engine at realy low rpms without it pinging. I think that kinda fits what JW likes to do with his engines. If you can avoid all of the excess shifting it would have to result in better economy.
Some of his modifications looked like a good way to crack a head into several pieces.
When we had some Comp Eliminator engines coming thru our shop, there were a couple of them that had one groove added to the pistons to help flame travel and the owner was fairly competetive. I don't remember what his dyno claims were but he wouldn't have it any other way.
Some of his modifications looked like a good way to crack a head into several pieces.
When we had some Comp Eliminator engines coming thru our shop, there were a couple of them that had one groove added to the pistons to help flame travel and the owner was fairly competetive. I don't remember what his dyno claims were but he wouldn't have it any other way.
A
Anonymous
Guest
the 355 race engine and a couple others with the one slot looks pretty good. Unfortunately i'm driving a 16v 2.0 Mazda these days, so my options are a bit limited.
Although I doubt too many conditions are right to propagate a crack from the squish pads unless it's cut too deep, the surface forces on the bottom of the head/inside the chamber are compressive, and it should require tension to crack metals. (i think)
E
Although I doubt too many conditions are right to propagate a crack from the squish pads unless it's cut too deep, the surface forces on the bottom of the head/inside the chamber are compressive, and it should require tension to crack metals. (i think)
E
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