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It interests me also. CraneCams says that about 165 psi is the limit for pump gas, but I have read of fellows who have run over 200 psi without detonation on pump gas. Never been there myself, but I'm thinkin' there could be no PCV or EGR and everything would have to be de-burred and polished to prevent pre-ignition.Quote:
Originally Posted by turbo2256b
Quote:
Originally Posted by pat mccarthy
This does bring it back to effectively answering the core question.I have never hear of a mid lift correcting a port that maybe too big.I guess that could work along with questioning if the heads actually flow the rated number.I would still question the viscosity of the fuel mix.If that wouldn't just come into the port and be either too lean or too rich.:confused:
Currently run a 92 302 just short of 9 to 1 poreted DOOE heads. Cranking is 170. Run that through caculations for dynamic vs static. The other is a 86 460 its 190 cranking static is around 10.2 to 10.5. Wacked the closed chambers on the DOVE heads and didnt have a way to CC them. Ported them also numbers on intake should be about 300 CFM. Couldnt flow them as a motor burned up on the flow bench. Both engines run on premium.
The 460 is in a dually used to tow a 14000 lbs trailer or a car hauler.
egr very well could help with a hirer cranking psi with poor fuel i ran more then 165+ psi on many build. but grade of fuel is ?Quote:
Originally Posted by techinspector1
turbo,
Hey, if you're gettin' away with it, keep gettin' away with it!
I know of no way to figure SCR from cranking pressure. You have the variable of the intake valve closing point.
Perhaps, but I have no interest in introducing burnt gases into the system to reduce the charge density. If you must run EGR from an emissions standpoint, then fine. But if you don't, then the whole contraption is mis-engineered in the first place if you have to use EGR to make it work.Quote:
Originally Posted by pat mccarthy
There are some ways to figure it. Several have figured it fore me in a couple different ways on the 302 which came out between 11.6 to 12.5 static (truely its just short of 9.0). This engine was built to embrace everything I have learned to keep air speed up. In many builds I have done it and its like having a couple lbs of boost.Quote:
Originally Posted by techinspector1
well i do not but you posted it ? its done on new cars every day many make very good HP with itQuote:
Originally Posted by techinspector1
EGR is mostly for cruse conditions to enable advances in timing similar to the old days vaccum advance units of 15 to 25*. Dosent effect performance that much. Usally its shut down aroud 75% load or more. Its also come a long way since it was introduced.
Yeah, those several sure nailed it. hahahahahahahaha.Quote:
Originally Posted by turbo2256b
Would you like to share with us how you keep mixture speed up? What motor? What components?
That's great if you have electronic engine management, but it's pretty hard to do with a carburetor. I'm not trying to argue with anyone about EGR. I just don't plan to use it on any of my builds unless it has to be there to pass emissions.Quote:
Originally Posted by turbo2256b
The caculations are not all that inacurate as it nailed it on most builds. However most have less dynamic than static.Quote:
Originally Posted by techinspector1
In a nut shell it has to due with selecting componets that complement each other as well as possible and or modifing them to do so.
Would need a new topic started on it.
Dont plan on any carbed motor builds using EGR myself.Quote:
Originally Posted by techinspector1