wyrmrider wrote:gary writes
he measurable difference with a 1.6 would be the same as adding 2 degrees at .050 and 4 with a 1.7 regardless of what you call it.
It would be but it's not
please add "equivalent to" or "same as" or "comparable to what should be a mechanical measurement
ditto with LCA's
tks
Regardless of how you word it, it still has the same effect on the engine, I feel this is more important than wording.
As I have stated it and will continue to do so is the measurable effect it has on an "engines performance" as should be emphasized in an engine tech section.
Feel free to word it as you wish and I will do the same!
Please Note!
THE ABOVE POST IN NO WAY REFLECTS THE VIEWS OF SPEED TALK OR IT'S MEMBERS AND SHOULD BE VIEWED AS ENTERTAINMENT ONLY...Thanks, The Management!
Please Note!
THE ABOVE POST IN NO WAY REFLECTS THE VIEWS OF SPEED TALK OR IT'S MEMBERS AND SHOULD BE VIEWED AS ENTERTAINMENT ONLY...Thanks, The Management!
i was surprised when i went back to 1.5 on the exhaust(from 1.6) the exhaust was so much quieter!
it had sounded like a race motor before. I did like the sound, but after a few years it became annoying. And since joe sherman and others said it was unlikely to make more power, i just kept the 1.6 on intake. i figured that if it wasn't helping HP, it might reduce TQ. So back to 1.5E. Nobody ever said it could be quieter, a nice bonus for me.
This may be a response to the LCA/LSA comment. (with proper grammer added)
Matt Gruber wrote:i was surprised when i went back to 1.5 on the exhaust(from 1.6) the exhaust was so much quieter!
it had sounded like a race motor before. I did like the sound, but after a few years it became annoying. And since joe sherman and others said it was unlikely to make more power, i just kept the 1.6 on intake. i figured that if it wasn't helping HP, it might reduce TQ. So back to 1.5E. Nobody ever said it could be quieter, a nice bonus for me.
This may be a response to the LCA/LSA comment. (with proper grammer added)
Matt good article on dual plane intakes. Try a four hole spacer that keeps the plenums divided but is tapered to the plenum like I use in the old truck. I bet you like it. Carnut1
Servedio Cylinder Head Development
631-816-4911
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jeff swisher wrote:we get it people ..this is like grammar correction.
On to the problem at hand please..
The spark plugs ..which ones did you get to replace the old ones..
Part number???
Old crappy Bosch # HR9PX. New crappy Bosch # HR7BP30X. New plugs are a bit smoother and pull harder over 3000 rpm but I still have a miss at idle but not always. Not sure what is going on, I do smell raw fuel when it misses so something is up.
Servedio Cylinder Head Development
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Carnut1 wrote:
Old crappy Bosch # HR9PX. New crappy Bosch # HR7BP30X. New plugs are a bit smoother and pull harder over 3000 rpm but I still have a miss at idle but not always. Not sure what is going on, I do smell raw fuel when it misses so something is up.
How are your grounds? Head to head and to the negative terminal?
Live in such a way that those who know you but don't know God will come to know God because they know you.
Carnut1 wrote:
Old crappy Bosch # HR9PX. New crappy Bosch # HR7BP30X. New plugs are a bit smoother and pull harder over 3000 rpm but I still have a miss at idle but not always. Not sure what is going on, I do smell raw fuel when it misses so something is up.
How are your grounds? Head to head and to the negative terminal?
Have not been checked in many years! Thanks, I will check them.
Servedio Cylinder Head Development
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The fuel pump has been not restarting when hot so I feel that is near death and may not be putting out full pressure. If the fuel pressure is lower than it should could that be causing the low rpm miss and raw fuel smell?
Servedio Cylinder Head Development
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The old truck was built Feb 23, 1988 so for it's 29th birthday I think I will break the bank and buy a self tuning fi system. It has a holley projection 4di programmable tbi system but I have not been able to adjust it for years and it has a winter curve in it now. I am not a computer wiz. While I am at it I may change out the heads not really sure. Just looking for opinions on new style self tuning fi system on a really old thread. Thanks, Charlie
Servedio Cylinder Head Development
631-816-4911
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just did a fi-tech 600hp on a 383 mopar in a 74 charger and I must say I am pleased with the results all together kid has about 1200 in it with the "fuel command center" which I did not want to do but he wanted to keep the mechanical pump. you most likely will not need this. It has been in car about 2 months and he drives it everyday to work. no problems so far. for the money its hard to beat especially on something like your truck or a everday driver were you not looking for every last hp. its way nicer to drive than the edelbrock carb he had on there and much more responsive at all speeds. the newer fi systems are self learning and lapton tuning capable maby something to look into. and you know that system you got on that truck is probably killing some power also so anything you do I'm sure will be night and day diference
My little 350" with the 268H on a 106LS ran a best time of 13.51 in the 1/4...not too bad for a work truck...
The intake runners come out to 170cc after some porting...And i am not getting wild with them either.
Jeff - I ran one like this in my 1974 1/2 ton Chevy. 355 inches , 10/1 CR, pocket ported 186 heads, a reworked stock iron intake with a spread bore Holley 650.
Cam was a CC 268 H on a 107 LCA. Ran a 13.72/ 94 mph at Palmdale in mid May. Trips from Riverside to Tucson typically netted 18 to the gallon Trans was a slightly beefed TH350. Pulled the race car and hauled concrete blocks - lots of them. One time the 2000 lb trailer went over the scales at 13,000 lbs!
Loved that build - not much money or time and effort. Just a good combination.
DV
David Vizard Small Group Performance Seminars - held about every 2 months. My shop or yours. Contact for seminar deails - davidvizardseminar@gmail.com for details.
