dyno This!!!!.... thanks
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From: western montana
"I'm impressed, but I still don't understand it all. Still trying!!!"
SO AM I! I'm on a learning curve here with the intention of understanding why my specific build should work. Or how i or someone else will be able to make the next one work better. I wish I had the money to do a couple of builds right now- this is fun stuff for me.
It's getting into how compression works instead of merely tossing out a number based on calculations. I like that but I fear I will bore some folks so I'll tone it down for a while if i canand get back to my build which is going far too slow right now. I've got to shut up and make a choice!
SO AM I! I'm on a learning curve here with the intention of understanding why my specific build should work. Or how i or someone else will be able to make the next one work better. I wish I had the money to do a couple of builds right now- this is fun stuff for me.
It's getting into how compression works instead of merely tossing out a number based on calculations. I like that but I fear I will bore some folks so I'll tone it down for a while if i canand get back to my build which is going far too slow right now. I've got to shut up and make a choice!
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As far as I'm concerned, don't tone it down at all. This DCR thing has me very interested. Although I don't understand the complete calculation process yet, it could be the real difference between a decent running engine and a great running engine. Guys like me need people like you to ask the right questions, people like danlee to answer them, and people like me to bang our heads off the wall, until it all makes sense!!! I, for one, never get bored reading this stuff. Keep me posted.
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From: Delaware
Here is a liink that will explain a lot about Dynamic Compression. I have posted this link before, but here it is again. There is even a program that you can download to calculate DCR.
http://cochise.uia.net/pkelley2/DynamicCR.html
http://cochise.uia.net/pkelley2/DynamicCR.html
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Thanks Dan, I did print that article when you posted it before, Thanks. I was never real good at complex formulas, but I do understand the theory behind DCR and why it's so important. One of these days I'll get my tiny little mind around the math. I need more time to look it over some more, I think I'll get it, just don't know when!
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From: western montana
Got a comp cam grind # 3630/3612 HR110. This will give me
> > 265/276 advertised duration with 216/224 at .050. The lift will be 588/588 and IVC 38. DCR approx 8.8:1 - 9:1
> > will buying K-kit with a 35% discount. Still need to decide on heads but like the oz for now.
> > 265/276 advertised duration with 216/224 at .050. The lift will be 588/588 and IVC 38. DCR approx 8.8:1 - 9:1
> > will buying K-kit with a 35% discount. Still need to decide on heads but like the oz for now.
Last edited by roger dowty; Oct 28, 2005 at 12:46 AM.
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Does anybody have a copy of that article by David Vizard? The link to it does not work.
http://www.motortecmag.com/archives/...JUN010101.html
http://www.motortecmag.com/archives/...JUN010101.html
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From: western montana
build numbers from danlee on original build specs above but with stock heads milled 020 and block 020. Seems like the way to go as i wil also save on rebuilding heads.
The torque@2000 is 380 ft-lbs@2000 RPM and peaks at 437 ft-lbs@4000 RPM. The peak HP is 390@5000 RPM.
Should get a bit more by porting heads. My next question is flow from a dual plane manifold vs single plane. The difference is that propane is already in gas form and mixed with air so I may build with a single and swap with the dual when i change carb systems during dyno. Who knows...maybe i can top 400 w/o crushing torque.
The torque@2000 is 380 ft-lbs@2000 RPM and peaks at 437 ft-lbs@4000 RPM. The peak HP is 390@5000 RPM.
Should get a bit more by porting heads. My next question is flow from a dual plane manifold vs single plane. The difference is that propane is already in gas form and mixed with air so I may build with a single and swap with the dual when i change carb systems during dyno. Who knows...maybe i can top 400 w/o crushing torque.
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From: Delaware
The difference between single plane and dual plane is more the velocity of the mixture at low RPMs and less with the mixing. You still need to keep the flow up to get maximum torque at low RPMs and that means dual plane.
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From: PacNW
Originally Posted by Torque1st
Does anybody have a copy of that article by David Vizard? The link to it does not work.
http://www.motortecmag.com/archives/...JUN010101.html
http://www.motortecmag.com/archives/...JUN010101.html
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From: western montana
I finally found the website to my propane carb maker. Impressive parts!
http://www.technocarb.com/brouchures.htm
I'm figuring out how to use the offroad system they sell. It's projected to be a big part of my build as the impco carbs just don't cut it @425 and i'm not sure about my dual fuel and will remain dedicated propane anyway.
One thing I found is that Canada has their act together when it comes to propane.
http://www.technocarb.com/brouchures.htm
I'm figuring out how to use the offroad system they sell. It's projected to be a big part of my build as the impco carbs just don't cut it @425 and i'm not sure about my dual fuel and will remain dedicated propane anyway.
One thing I found is that Canada has their act together when it comes to propane.
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From: western montana
Ok- got what i think will be the "keeper cam"- again! Those that who have put up with me know I change builds more than a polition changes views.
Same as initial build but with following cam. 264/270 advertised with 212/218 at .050. The lift would be 521/521 and it would have 110 lobe. Do I need to get IVC from comp?
Same as initial build but with following cam. 264/270 advertised with 212/218 at .050. The lift would be 521/521 and it would have 110 lobe. Do I need to get IVC from comp?
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From: Delaware
Roger,
I get the torque = 423ft-lbs@2000 RPM, and peaks at 437@3000 RPM. The peak HP is 328@4500 RPM. The DCR is 8.78:1.
This is based on Aussie 2V head flow. If I change the head flow to the published data from Powerheads, I get these figures.
torque = 420@2000 RPM, and peaks@453@3500 RPM. The peak HP is 397@5500.
I get the torque = 423ft-lbs@2000 RPM, and peaks at 437@3000 RPM. The peak HP is 328@4500 RPM. The DCR is 8.78:1.
This is based on Aussie 2V head flow. If I change the head flow to the published data from Powerheads, I get these figures.
torque = 420@2000 RPM, and peaks@453@3500 RPM. The peak HP is 397@5500.