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Post by flipflopoo1oo on Sept 5, 2014 21:47:49 GMT -6
Do you really need volume or velocity? Is it better to speed it up or slow it down? Is it the increase of vacuum or the loss that eases the turning factors? RPMS or low end torque? Is it stroke of a longer pull cycle or the gear of rod angle giving more torque with a broader range of power if kept loaded? Is it the freeing of the exhaust or ridding reversion that counts the most in power of flow? Improving exhaust flow is first but then we cram more in, is it better or killing the starving horses letting them eat too much? Should you go leaner or just load the wagon? Do you want a zillion small hot molecules or less bigger fat cool ones? Does valve size effect timing the cam or the valves? Does getting more in need more ign. timing or give more burn timing? Do you need more CFMs or just a stronger mix? Is it sucking it in or wishing it would fall faster to make room for more on the way! Can you vapor lock a intake or is lean just in the burn stroke? Would cooler temps and more fuel increase flow or burn stroke? Which way adjusting valves raises compression the most may answer this for some but does this increase flow?
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Post by flipflopoo1oo on Sept 17, 2014 12:29:18 GMT -6
Some may come up short in lift but exceed in duration! Some valves are smaller but present more flow with stem swirl or quicker angle change with narrow seats or smaller stems and some that are cooler! A lot of ways to improve flow with-out reversion even being thought of yet! Giving more room to fill in the chamber is thought by most as less compression and power lost but the room for expansion aids in flow and coolness with out the loss of buildup to hold the expansion for the burn cycle if cool enough and timed correctly! This also allows effective RPMs with out the tightness of restrictions in the intake or carb size from heat expansion leaving it all up to variable timing in stead of the broad range fuel factor leaving pump gas as just another means of burn timing control with out the detonation factors of pre-combustion slowing the power of the burn stroke! Once you realize octane slows the burn to make pre compression possible before the spark, you may want to rethink the process of building power before the stroke timing is correct defeating the purpose of it all! I can only say burning twice the fuel that burns faster has to have twice the cool air by use of vacuum and little reversion or compression to provide the bigger bang to win so much! Control of any flow has more factors than we generally think of in burn timing after the fact of cams and valves!
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Post by flipflopoo1oo on Nov 15, 2014 16:50:41 GMT -6
A lot have ask about our engines when winning! The truth is they were built with out a clue but rather a idea of how things works! Many different parts that change this or that and having to be taken into account by forces of vacuum or pressure as the angles change and speed of the piston tries to out run the burning of the fuel choice! Timing of it all comes only from good guesses and a few changes in the sound of power! After thoughts can sometimes be of little use in some choices made! I try to leave plenty of room for improvement in engines to be able to get off the charts in the direction of need! Most never see the insides of our engines as from a technical point of view! Nothing to hide but you only have to believe what little you see was well tuned all the way to the traction! Can you get more torque coming to or going away with an angle? Is vacuum more important than pressure? Is more fire power needed with more timing? How can you stroke the burn timing and leave the crank alone? How can you burn way more fuel cleanly with less compression? I have not a clue but only a few ideas that seem to work most of the time! What is your plan of attack for the next race!
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