Matt, The picture is almost 40 years old and in very bad condition it is my avatar.
stan
Stan I cannot see your picture....but I would like to. Maybe you can re-post it?
One of my good friends has a 1966 Ford F100 Pickup with a 428 Cobra Jet in it. It is a fun ride.
well to you i apologize.
but my point is simple. i can go for peaky all out hp just as well as anyone else. for my motor with heads and the rest of the required combo. a 285adv intake and 304 adv exhaust cam with .500/.550 lift and 116.5 seperation dialed at 0 degrees advance produces a peak at 7200 with a good average torque and a few average hp(~10) over advancing it 5 degrees and losing peak hp numbers. on a sim of course. i will personally take the average torque and shift it early to gain up until the two hp curves swap. the small rpm advantage and peak hp advantage is nearly useless. 700 extra rpm and a handful of hp is not worth losing so much area up until they cross.
for example. a short runner intake on a 96 cobra makes 20 peak hp more than the stocker at 6200. but it losses 20 lb-ft until 5500. that's a better illustration of my philiosphy rather than the extremism examples laid out by others.
Matt, The picture is almost 40 years old and in very bad condition it is my avatar.
stan
the pictures of the swap are in here under my username. try a search.
i believe the pics of my porting the upper and TB are in here too.
C_S that was awesome. now that is good info. it puts a perspective on what we are all here for. BIG hp. to exceed a hemi will be cool. goos numbers to shooy for. and the viper... maybe hp but it's torque is out of reach for me.
I'm sorry but I'm going to have to callI had to go to one of the Jeg's Engine Masters Challenges a while back (2004 I think). I think it was one of the big wigs from PRI, but he had a bone stock original 426" Hemi out of a production (not race or Super Stock) Hemi Cuda. The motor put 572 HP on the engine dyno. It was said that the 426" Hemi's that were available in the SS Chrysler cars for the old SS classses, were making well over 600HP at the crank. Awesome motor.
Bill, Can you tell me which of the 4 timing events
116.5 111.5 Intake Centerline
1) intake opening - 26 BTDC 31 BTDC
2) intake closing - 79 ABDC 74 ABDC
3) exhaust opening - 88.5 BBDC 93.5 BBDC
4) exhaust close - 35.5 - ATDC 31.5 ATDC
causes this? Overlap is 61.5 degrees and will not change. Hint check what happened to the dynamic compression ratio if your sim shows it.
I'm sorry but I'm going to have to call
Your not very clear here...so just so me and everyone else understands this. Your giving 2 intake centerlines. Same cam but say the 111.5 CL cam is installed 5*s advanced and the other is straight (0*s) up right? Your basically wanting to know which of 1-4 represents the correct change in the valve timing sequences?
Bill may be able to answer this, but jeeze...make what you want more clear next time.
If 2 people are discussing things and arent making much sence, how is that benefiting this forum? We are all here to learn, just make clear what your wanting so atleast some of us can see whats going on lol. My .02.
^Me too LOL.
And by clear, i mean so the adverage person knows what he is wanting Bill to answer.
He just says "Bill, Can you tell me which of the 4 timing events causes this?" and posts up some specs on at what crank rotation* the valves are opening at. My question is.....CAUSES WHAT? Whats "this" ?
Maybe the engine compression on a certain cylinder will be lower because the intake or exhaust valve are closing after the compression stroke is started and he wants Bill to say which of those 1-4 is causing it....or maybe that sequence is all wrong and both the exhaust and intake valves will open at the same time and the engine wont run....or maybe.... See what I mean?
Guess we will all find out shortly lol...but I doubt anyone could just look at those specs and say "OHHH heres your problem" ...if thats what hes even wanting.
I know this is a bit above my head but it makes no sence to me.....and Im sure that 99% of the rest of the people reading this dont have a clue as to what hes talking about either.
Your not very clear here...so just so me and everyone else understands this. Your giving 2 intake centerlines. Same cam but say the 111.5 CL cam is installed 5*s advanced and the other is straight (0*s) up right? Your basically wanting to know which of 1-4 represents the correct change in the valve timing sequences?
Bill may be able to answer this, but jeeze...make what you want more clear next time.
If 2 people are discussing things and arent making much sence, how is that benefiting this forum? We are all here to learn, just make clear what your wanting so atleast some of us can see whats going on lol. My .02.
^ right LSA is grount into the cam and can not be changed....I knew that, but you just didnt list what the 116.5 and 111.5 was in your original post. Now I know what you talking about....thanks all.
And laser my assumption was based on him giving a jacked up cam profile (not a correctly designed cam whos lobes are ground at the correct sequence to allow combustion) IE a trick question.
So thats why I gave that example...I know thats not possable on a correctly ground cam as the lobes are seperated (LSA) by X *s depending on cam profile. Although if the cam is degered so wrong the engine wont run....but it will never have both intake and exhaust valves opening at the same time, unless like said, if it was ground improperly. Thanks again for saying which # was what
Sorry to hear about your engine letting go.
So judging from that...you gained around 40RWHP from 8PSI? Your car should be making WELL over 500RWHP with 17PSI....thats telling me that your turbo is reaching its limit (unless the tune had no timing and a TON of fuel in it...but then again you could get 50X RWHP from much less boost with the right tune).
But id like to hear the whole story before I jump to conclusions haha. Again, sorry to hear that
Notice I said "opening"...as in the intake and exhaust valves openING at the same time. I wasnt saying they would never have valve overlap, just that they wouldnt start opening at the same time....unless the cam was ground wrong.
SO your saying that if I degree the cams @ 60*s advanced that it would still run? Ill say that there would be some serious PTV contact LOL..if it was a non interference engine I still dont see the car running or the engine gaining enough compression for cumbustion because the valves would be opening at the wrong times and allowing the compression to to escape via an open valve. Right?
–noun 1. the act or process of burning.
2. Chemistry. a. rapid oxidation accompanied by heat and, usually, light.
b. chemical combination attended by production of heat and light.
c. slow oxidation not accompanied by high temperature and light.
3. violent excitement; tumult.
My tune consisted of me cranking up the boost and pulling the timing to +5* and then flooring it repeatedly.
I Set out to destroy her, so dont be sorry
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