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Post by flipflopoo1oo on Dec 5, 2014 17:12:05 GMT -6
Are you getting the most out of your engine tune! Not just the new plugs or the heat range or the indexing or the fire power that makes it pop or the gaping variation to balance the burn due to the temps by cylinder location or the in-balance in heat flow factors or the octane of your fuel against the burn or the valve numbers that cools it all down with more vacuum but the fact that the oil left on the threads of the spark plugs gets you closer to knowing what you are dealing with in each cylinder to match the burn timing to gain a few more horses! Two jet sizes and two more degrees of timing can wake it up it not there yet on the chip! Just unlocking and changing the timing 6 degrees can cool it down and need more fuel with the same max timing! If not going to the trouble of counting oily threads or indexing with the correct burn timing of fuel per cylinder, shame on you with your almost balanced engine! No color to look at on my plugs but burns way more fuel than most can plus top lube, two barrel or not!!!
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Post by flipflopoo1oo on Dec 5, 2014 17:43:32 GMT -6
Kind of makes you think of what you are missing every 3 out of 4 cycles to smooth and spread the torque range a bit higher by all the simple little details missed by most builders who tried so hard to get it all right with the good stuff!!! Sorry but if you put a finger in the warm pie, you have to expect a little burn with its own flavor! What I mint to say is the oil will check the same on the plugs hot or cold and even next week after sitting! A good reference point of some internal control of your engine as to burn balance per cylinder!
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Post by flipflopoo1oo on Dec 13, 2014 7:07:00 GMT -6
Are you sure it the compression, cubes or stroke and not the vacuum and burn timing that controls the power of your engine??? No real reason by most standards to have won so many with good high dollar engines out there with so little! The compression is made-up by the burn started sooner with a greater amount of lower grade fuels that are more explosive! The vacuum just frees it a bit more and provides good cooling and vaporization to get the engine flow and the expansion more in a useable state while improving torque! A wicked design that had to be magic to be so quick! Hard to believe in tech!!! Have you been thinking about your engine design lately???
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Post by flipflopoo1oo on Jan 8, 2015 11:02:44 GMT -6
A new season deserves all the horses left out last season if just freshening up a bit! I figure 10 or more that most builders never consider in my post and 50 if they are just putting it together correctly! All the little things adds up quickly if not paying attention to details that create or ease things that have to happen anyway! I am not speaking of extra clearances as most give too much in most new builds! This requires more oil that has to be pumped and re-slung on its way back down to the pan! Improved drainage and recovery is one way and the other is not to exceed the needs of oil in the first place! Larger pumps or more pressure to keep up with lost oil flow due to excessive clearances is a loss of power in more ways than one! From the loss of dampener weight, to the pulleys size and weight used, to the pressures pumped and ratios gained, it not hard to see 10-50 horses just going to waste with the right tune applied to any strategy used in saving or developing more horses! A new bridle can make any old horse look a bit faster! Look around and see what has been over looked in your designs of gaining power!!! Do you run a valley shield under the intake? Have you dropped power steering pressure? Are you still hung up on one to one to run cool? Do you really think thinner oil will help what you missed in the sling of things? Are you still running a 4-bolt balancer that weighs a bit more than a hub or 4.3 V6? What about a belt drive timing set that fits under a stock cover? What about the variation on intake valve springs to exhaust to even out the load with vacuum holding too? Does your rocker angle ease the added ratio or not? Have you ever been close to lean or just playing it safe like the rest with too low of a timing setting for lack of a few jet sizes? Does your Ign. jump 1.6 inches with a death wish to blow the pistons to hell with each spark at .045? Look around or just ask for any tips needed to liven up your new season!!!
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Post by flipflopoo1oo on Jan 8, 2015 18:12:19 GMT -6
Does the pitch of your fan blades and impeller match the rpms at idle to move more air and water by design as not to restrict or over pump heavily over 3,500RPMs? They all have limits of flow and peaks with different rpms! There are a lot of horses to be had at 150 degrees if your on 230 now! Some engines have to get hot to go lean enough to make horses if someone went a bit overboard in the build! Yes it can run lean or hotter if getting too much fuel or not enough! Temps can change vacuum, velocity and vaporization before even getting to the cylinders to let compression do it's job correctly making it harder to control burn timing and have any burn stroke left to get the torque and horses desired! This is hard to do if your dist. is locked and running a power valve as to temp control and stroke burn timing changing! Give it some thought as to the flow of horses!
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Post by flipflopoo1oo on Feb 3, 2015 6:33:27 GMT -6
Why is it to make more horses they want to lower compression ratios! Yes, of course you boost it back up by some means as I do apparently in my legal process with out a turbo or blower or even nitrous or hydrogen! I am not saying anything about a polarity exchange but it happens with all forms of energy! How you make or let it happen to improve your out-put is up to you! Most have trouble with higher rpms but now that chips control that by the rules other means must be sought out! More compression and down force on the crank and main caps is not the answer to horses! Stroke length of your burn cycle and the timing of it all by staging of the fuel burned and used at different speed levels in the cycle to overwhelm the rod swing or dwell timing along with use of the lower end of the stroke yields less stress on the bottom end and more down home power to the crank at a less stressful angle! So change your tactics up a bit on grades of fuels and lower your burn timing start if your compression is not too high and then you might up your ign. fire power and jetting to make a few more horses by sucking it in faster with improved vacuum to freeze the air and fuel to save the expansion for making compression with fire with less stress on the engine as to loosing horses to manual labor of a way of just getting there! Compression does set the stage for better performance no doubt but it also demands a curtain fuel and loss of control of many things in this process! How you get compression along with no loss of power to make it with the wider range of control to your ign., burn stroke length efficiency and dwell with rod angles, moves the thrust to a better usage point! How else could I run 60 degrees of ign. timing and it even crank or run so great??? ( Don't try this at home with out all the facts in place or wham-O )
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