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Post by mynameisdirt on Jun 19, 2014 14:01:27 GMT -6
Let me start by saying im new here but not to engine building or racing. So after about a 4 year hiatus from racing I just bought a new car last week from a buddy. Im not goin to be running a full schedule any where or even running every week so not concerned about tech. I've got a few questions as far as compression ratios, im looking at putting together a 350 with about 10.8-1 compression with 72 cc chamber heads and a cam about .450 lift and a short duration to sound (key word here) legal. Just an edelbrock intake and 2 barrel carb and long tube camaro headers. Am I going to run into an issue of not enough flow with fuelly heads?
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Post by flipflopoo1oo on Jun 19, 2014 21:53:46 GMT -6
After winning so much with a limited mod motor of only 147 pounds in a 175 limit class of a 362 ci. with a .066 350 stock unaltered crank motor with only 437 lift at the valve and being 2 seconds faster and lapping the field, I would have to say to read all my post carefully as to how it works best on pump gas by matching the compression, heat expansion, ign. and cam timing as well as jetting to create more horses and torque at 6400 with stock size flow parts but creating more flow! It was tested to be 430 horses at 175lbs. before I started to up-grade to my specifications and de-tuned to run pump gas and pull a vacuum of 12.25 inches in a 12in. at 1200 rpms to be legal classl! My upgrades never have seen a dyno! Its just horse sense put to good use! A stock cast, unaltered intake was used but it gets cold! Getting, holding, and using vacuum to refrigerate fuel and air until expansion takes place by compression of the greater abundance of cold concentrated mixture to produce a bigger, stronger, longer bang for your buck! It adds burn stroke length without stroking! It does require a close watch as too much fuel can start burning in the headers and suck it lean! A great increase in fuel, HEI fire power and 57-60 degrees of timing at 5,000 is used also to release the power of slow power build up of low compressed cold hard to burn fuel! Its all in my post! It's a all or wrong type of package of cheap horses! It cranks normally by having the same burn catch-up spot as 32-38 degrees with compression and racing fuel but with more ready and reserve potential to increase piston thrust and speed! Good luck with your season! If you need help TWEEKING, I will be here!
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Post by street16 on Jun 20, 2014 10:14:01 GMT -6
With a 2 barrel carb, I think fuelly heads will be fine. MHO.
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Champ2x36
Pit Crew
Just an old racer!
Posts: 10
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Post by Champ2x36 on Jun 20, 2014 19:01:29 GMT -6
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Post by flipflopoo1oo on Jun 21, 2014 0:13:18 GMT -6
If de-tune-ing, you will have to go big and have room to move profiles around with bullet proof hyd. stock lifters with a good upper snap ring to be adjusted like solids,--- by thousands coming off the top! You may loose a bit of lift but gaining 30-50 horses right out of the gate with more to come with torque from hell from the variable reaction of rpms changing lobe profiles in timing! A 318-336 that pulls vacuum with a 219-223 at fifty spec! Don't get me started on separation being limited! Roller specs with use of a conventional hyd. cam! We tried running all the different bleed off lifters to no gain! You can't change lobe separation of the cam itself but the timing of opening and closing and quickness with 1.6 rockers with a little slap to help knock open a stopped, spring preloaded, and vacuum held shut, closed valve to move quicker, easier, and with less drag! Too, --with less spring pressure needed on the intake only as to vacuum helping, the balance of forces needed to open both valves has been improved to a smoother process when corrected! Advancing cam degree as to the retarding the timing with clearance having been done, leaves no choice but to advance to pull vacuum 12 at 1200 as needed! It's a bit technical to tune but rules don't give a poor ole country boy much choice other than out foxing all the people riding all the pretty white horses! If winning 55 out of 85 races in 2.5 years and in 4 states with-out a Dyno test, doesn't say something for the up grading of detuning, (redneck style) to make extra horses the old school way of earning them, Then I don't know how to go left faster and easier too!
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Post by Krooser on Jun 22, 2014 6:45:06 GMT -6
Two guys who build really good two barrel cams for your application are Charles @ www.camcraftcams.com and Mike @ www.jonescams.com. You will be leaving performance on the table if you are using 30 year old cam profiles with many off the shelf cams. |
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Post by flipflopoo1oo on Jun 22, 2014 9:47:56 GMT -6
Yes in deed! Any cam off the shelves unless chosen for a purpose with serious intent for racing and it's adjustable profile qualities may as well be asymmetric to your scenario! Creating a non existing cam profile that has both a solid slap and roller quickness in a non roller hydraulic cam is something that is not done without forethought, cunning, and hours in tech of geometry getting the exhaust closing numbers the same! No one seems to do what they should to find extra horses any more! They just buy what works for 20 more they are trying to compete with! If you build it they will come, doesn't help in my changing world of gears and tracks! No limitations in any part of set-ups or motors not dealt with head on by this chief! This is getting serious about racing by doing it all your self! Selecting a cam if all of it's functions could be adjustable would be too easy and not as much fun in our shops! The B/S starts at the doors and stops at the track in front of the checkered flag!
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Post by flipflopoo1oo on Jul 3, 2014 22:13:00 GMT -6
How much horse power does it take away to build all that compression? If 147lbs. out runs their 175lbs. easily on pump gas and yet still they are having to running racing fuel at those prices! Refrigeration is the key to building expansion in the cylinders after the valves are closed with out forcing it done and loosing horses in the process! I just wonder if it being colder doesn't suck the piston up a bit before it knows what is happening in a hot cylinder! If so, there are a few more free horses I haven't mentioned yet!
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Post by flipflopoo1oo on Aug 2, 2014 11:28:38 GMT -6
Compression to build the heat needed for expansion or getting rid of the heat for more horses in the expansion of the explosion? Dropping pounds against or adding pounds of stroke burn timing to get more out for what you put in is horses! Most any form of technology can and will be improved by simple thought of factors missed in being too complicated only by thought! Don't be locked down to any norm when extra horses are as easy as just thinking out side of the block! Less weight, more gear or less gear and more torque with a controlled flow of less to more to stay hooked! If octane is needed with compression and needs more heat only to burn slower and longer, why not burn faster with twice the fuel with less compression and cooler temps with more bang for your buck in the torque range where it counts in timing control of stroke usage! No set norms in making more horses!
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