opc1:
TX_BEAST said:
One of these days I hope I can understand and contribute such technical knowledge.:rockonbmc69 said:
LOL..thanks for the compliment but we - like most 'old school' builders - learned an awfull lot of our hipo engine building stuff the 'hard' way. Roughly translated, that means: "Spend gobs of money on the next great idea and figure out what ya did wrong when it scatters". I started building racing engines in the late 70s..with the proliferation of internet sites containing so much knowledge and experience, life is much better for all these days. Fortunately, what we learned the old-fashioned way is still valid too.:thumbup78rangerbronc said:
sorry i didnt specify, i would not try to just slap a blower on there.i under stand that forged pistons are needed, but im not trying to argue but the you could get away with the factory heads just have them ported and the valves unshrouded and all that good stuff that you would get from a good head job. then just push a little more air in the combustion chamber to make up for the lower initial compression ratio.bmc69 said:
The fundamental problem with the open-chamber Cleveland heads is that there is no quench pad..hence no quench. It is well-understood that the Clevo open-chamber configuration has very real limitations on compression before a serious problem with detonation occurs..it is why Ford ended up dropping all the way down to 7.9 in their feeble attemtps to get the engines to live on 87-unleaded gas with the open-chamber heads. A 9.2:1 static compression is about that limit without going totally exotic on your fuel mix. If you ran a blower on top of a stock 8.0:1 motor, you would think that is OK..typical blower-piston CR, right? However, the dynamic CR is much higher with the blower in operation..and detonation becomes a severe problem with that configuration. Water injection and serious doses of 108 booster and it would probably live..TX_BEAST said:
