FalconSedanDelivery":9aynhml7 said:
Love Your posts , Always Informative , and matter of fact to the extreme
wsa111":9aynhml7 said:
If i was a betting man FSD could get another 25HP out of the engine.
At .550" lift you are hitting the max flow of the head twice instead of once with less lift.
X tells it all & more.
I've already picked on Will in the past....but
but Hugh
:roll: Yeah, but FSD, you just say an awful lot
less than me, yet I have to
1.go over and
2.over and
3.over each of your posts
4.again and
5.again and
6.again, just to realize...you already told me the answer twice, and I didn't get it the first time....
When I found all Ak Millers old stuff, I
then realized your a true engine building disciple/apostle. You've first Been there, then built that, and then dealt with really sick people who keep screwing up with the same old wrong thinking bull pucky, but here you are, here to help, and give the simple a few clues.Thanx. American know how is typified (made an example of) in the things you say on
1.Real world Ignition operation verses convention, um, logic
2.Supercharger drag car set up
3.carb position,
4.cam timing,
5,stall converters,
6.actual transmission losses in the sling-shot of a drag race are no where near what they are on a chassis dyno.
ITS LIKE ANOTHER SIX OF THE BEST FROM THE PRINCIPLE FOR BEING NAUGHTY.
I tell ya, I've learned me a little..MAYBEE I might get a couple of points clear in my mind.....
I was a typical theoretical engineering technician, still am a bit, but now I'm a more a disciple of traditional effective American Hot Rodding. I'M NOT THERE YET. BUT I'm CLOSER....
For example, Ak Miller was a European born car nut, but he sure as heck didn't follow Eduardo Webers Aero engine carb venturi sizing diagram and look for suitable carb sizes to fit. I did. But Bracket Racing and NASCAR prove that IVE GOT A HELLUVALOT TO LEARN ABOUT automotive ROCKNROLL. I've learned so much from you in the last 3 years, I was away form this forum for two, and YOU forced me to understand stuff from a different perspective when I came back.
Others around me have tired, you've just put more spin on the process.
My mate has old 73 to 1981 Pontiac F body's, and he keeps asking me to quit with the just the theory and find the fact.
"Dean, Siamese port 301 Turbo? You tell me why, and I'll give you a cigar."
"Dean 400, 421, 428 and 455 Poncho, why do they perform as good as they do when YOU
think the combo is bad".
Then my other FE friends.
"Dean Why do you think an FE is better than a canted valve Boss 302, 335, or 385 Lima".
"Dean, why is the non independent runner FE 427 Dual Quad so much better than Quad Webers
These are four questions FSD answers when he just posts his talk.
A 301 is turboed with highly atomized air fuel mix that gets evenly placed to all 8 cylinders when a 800 cfm Quadrajet feeds a turbo. So why would you need 350, 400 or 455 heads. This is a real world answer from the flow bias discussion Faron has continually, quietly talked about.
The 400, 421, 428 and 455 Poncho is almost an FE engine...
FE engines don't have the rough cylinder characteristics of the canted valve engines, allowing them to survive detonation on set with more margin. Cam to cfm matching has to work on the transitional state, not mere dyno figures.
Idealized Weber venturi sizes only work on a dyno, but drag racing engines work on a drag strip, and the artificial fresh of opening secondaries creates supercharging effect that an IR system cannot. And aspects of AK millers carb sizing who FSD has used proves that an old log head with odd ball carb sizes with technically wrong port diameters aren't technically wrong at all, done right, it can simply flow better than the sum of its components.
I'm back searching your posts again.....