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Try and get me the milling specs. I'll get started in the morning on this. We'll get it figured out. No motor has EVER stumped me.:drink: |
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I'll work with this. I'm doing this at work, but should have something by the afternoon.:drink: |
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I can get it to almost 11 to 1 if I really tighten the specs up. This is taking into account that everything is as you said and is at smallest possible clearences with a "tight" headgasket. Just for fun--- 399 hp with 476 ft lbs of tq. This is what I got with the numbers you supplied me so far. If you can get me some flow numbers on your ported heads, I can refine the HP numbers |
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I've been digging through receipts and records and can't find much more detailed info. The head gasket came from the kit PN 12499218. The heads flow (on paper 305cfm). I believe the cam is a rebadged, (maybe modified?) Comp Cams G2 224/224 114. However, according to comp cams that's 580 lift and my receipt says 566. :huh: Technically the Cam is a Morgan Motorsports VS3 LS1 Cam indicated as 224/224 114LSA 566/566 The heads are Morgan Motorsports Stage 2x. They are based on 4.8L Truck heads. Apparently this was a common trick earlier this century, before AFR and others started coming out with their off the shelf units. :huh: Anywho, the original owner ran a race fuel mix and agressive tune, safely got 432 in a C5. I run a conservative tune with Torco for safety and get 391 HP. On my tune, it will run ok on straight 91, but will ping under certain conditions. Basically I want to know what I can do to go back for an aggressive tune without, or at least minimizing, having to raise the octane or do alcohol injection etc. Hence the question about the oil cooler. Carlos has given some suggestions. What you go old timer.:drink: |
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Old timer!!!!!?????. Fine I see how it is. First thing that bothers me here, is that fact (with info you gave me) you do not have enough mechincal compression to ping with an all alum engine and the cam you have. So why does it ping? Cylinder temps causes ping. So first we have to lower cylinder temp. I would start with lowering the overall engine temp. I would run a water spray into the engine to clean all carbon deposts out. Yes, you can do that with engine running. We'll talk about that Sat night. Second is fuel air ratio. A lean condition will run the cylinder temps up. Next is a lower (cooler) plug range. I'd drop two ranges down to start. Since you have no EGR valve----- I really want to know if the full advance (given) is correct. This is VERY suspect from what I've seen so far. Lastly pull the heads and we'll clean and slightly reshape the chambers and smooth the piston tops. Yes, I said "we". I don't work on other people's motors anymore. But for you, I may just come out of retirement, to do the chamber shape correctly. Not pull the heads:laugh: Finally quench--I've actually raised compression to close the quench to .045 to get the pinging to stop. This is VERY true. Quench is a VERY big deal. I'm not saying your info is incorrect-but any minor error could lead us in the wrong direction. It is important that the specs you gave me are correct. This is the key to any mods we do in the future. This is a disclaimer or sorts.:drink: BTW: Do you have any pictures of the chamber shape of your head? |
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NOTE: The tuner offered to retune my Vette for free. To be honest, the place we used was having some screwy issues with its A/F equipment. It took all day and he said usually he can dial in an LSx in a couple hours and like 5 pulls. I did over 20. He said he got the best it could be at that time, but offered a free re-tune cuz he's a swell guy. When we dynoed at Dynamax, Richard said it had been well tuned so I don't suspect bad tuning, but something fundamental with the engine setup itself, namely higher than advertised compression . . . My point is that I wanted to do these other mods like headers, rockers and maybe lifters, before retuning. I'm also running Torco now, and that's ok. I wasn't running it during the original tune. I'd love to get to 450WHP on my N/A 346 so I can harass Sean and his pullied Cobra even more. :nutkick: Quote:
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Quench= is the distance between the top of the piston to flat portion of the head. If it is too wide you will get detonation. .045 is considered optimum, but I have .052 and I have NO issues. I was hoping to get a picture of the CHAMBER not the ports.:sm_up_there::sm_laughing: You are going to be there Sat nite? We could converse then.:judge: If you ever compare me to old people again.................you get the picture.:rant::judge::drink::sm_laughing: |
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Just tell them I'm going to be there. Then they won't come for sure.:smack: |
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