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Post by flipflopoo1oo on Jul 9, 2014 23:25:26 GMT -6
This is as brutal as it sounds in the racing world! No one wants to give up nothing to advance themselves down the track faster! Pulling ranges do this all the time with the aide of its many culprits in the loss of torque! Over loaded or under worked to the point of stress, where does your engine wear it's cloaked vale of horses? Most are hidden in the low end of cam lobe canyon! Where the hills are straight up and they have a nowhere to graze as yet! Lean as they may be and having the whip cracked overhead, they still strive to survive and work as hard as they can! You must allow them to by feeding them heavier and cracking the spark sooner with more force to receive the charge desired! Amazing what a little more jetting and a few degree of timing can do for those over worked critters thought to be lost forever! Who would have thought a shorter stick (push rod) to poke them with would result in such a kick of mathematical geometry in gains of quickness of low lying get up and go! If hydraulic just buckle down and get more torque off the line of tethered horses by gaining ramp speed at 20 and 50! At this improved closer angle of slowing the process to drop duration and change the numbers of overlapped horses, you get a sweet treat of miss judged horse flesh! Stop the sacrifice of thousands!
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Post by flipflopoo1oo on Sept 15, 2014 19:22:10 GMT -6
I look at most anything that moves in horses lost or gained from set-ups to p/s pressure made or used! It is amazing how many horses go un-noticed or untended to once pointed out as tied up or stuck in the muck of it all! Most want and need more but not using all the easy fresh ones is a sacrifice on your part! Take a look at your lot lately?
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Post by flipflopoo1oo on Nov 20, 2014 21:15:00 GMT -6
I never saw a engine that didn't need a little taming once it could run free! Moving torque ranges to where they can run free under the load at the rpm chosen is one thing but to over power the load at any point can make it harder to realize the full potential of progressive power as the rpms climbs! Jetting, ign. timing, and cam degree is easy! Getting the compression to fuel and valve timing numbers to come up with a match to the rest in gear ratios and piston speeds to the burn timing with rod and crank angles is mostly just speculation until you try a lap or two! I hear some go by zinging and some more loaded than they should be! Some never change tone or rpm it seems but never screams or ever peaks out! I am not saying it should but listen for the loaded difference in a dead pull or the unloaded scream compared to rpm changes! Try finding a couple you know are running the same gears and just listen a few laps at the corners and flag stand to get the sound of progress you need to hear! --- Let us not forget the importance of tuning the exhaust to the same factors! It is amazing what a little back cut angle can do to a set of turn downs!
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Post by flipflopoo1oo on Nov 25, 2014 6:24:50 GMT -6
The age old stroke verses bore with a cubic inch limit! Just the facts--- turning weight! piston speed to match fuel and compression, rod angle, cam profile, cost and always the RPM factors! We had pretty good luck not going long to start with but it would have to take 30 points more for me to be interested in a change! Rules don't usually allow for that! However I am not against a .015 additional stroke to get to the limit! This tiny bit fits all my qualifications and ups the anti with compression and not having to deck the block or have special pistons or rods!
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