Chamber Grooves - what do you guys think?
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For What It's Worth:
Just received April issue of Popular Hot Rodding which is the publication that sponsors the "Engine Masters Challange". Starting on page 25 is a teardown of the current winner of this years challange. The 508 cu in BBC built by Tony Bischoff and team at BES Racing Engines made 838 HP on 91 octane pump gas. On pages 26 and 28 there are clear pictures of the grooved piston with five slots, three on one squish pad, two on the spark plug side pad. (There are no grooves on the head.)
I'd say there must be something to this "groove" stuff or you wouldn't find it in this motor.
Just received April issue of Popular Hot Rodding which is the publication that sponsors the "Engine Masters Challange". Starting on page 25 is a teardown of the current winner of this years challange. The 508 cu in BBC built by Tony Bischoff and team at BES Racing Engines made 838 HP on 91 octane pump gas. On pages 26 and 28 there are clear pictures of the grooved piston with five slots, three on one squish pad, two on the spark plug side pad. (There are no grooves on the head.)
I'd say there must be something to this "groove" stuff or you wouldn't find it in this motor.
Rotating Dynamics, Inc.
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Pulling the heads and cutting the grooves is all that is required. The piston to head clearance does not need to be increased. I like to go with 10:1 compression at a minimum. The grooves have a more pronounced effect with high compression.SupStk wrote:I had considered trying this modification and testing on the dyno until I read you couldn't prove it's benifits that way. Also I believe in Somender Singh's website it mentioned that the piston to head clearance had to be increased. If it was just a case of doing the heads, I'd go for it, but doing the whole engine to test by the seat of my pants..... I don't think so.
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If they can't be measured on a proper dyno,
how is anyone supposed to prove the benefits ?
I also noticed they made more than one change at a time.
how is anyone supposed to prove the benefits ?
I also noticed they made more than one change at a time.
SupStk wrote:I had considered trying this modification and testing on the dyno until I read you couldn't prove it's benifits that way...... I don't think so.
Please help make Speedtalk a Troll free zone.
It's true, as the saying goes: "the proof of ther pudding is in the eating", i.e. track performance, but when an engine is so well developed that power increments are coming in the single digits (or even fractions, as Darrin and others could probably confirm) they cannot be individually confirmed on the strip. You have to work away at them one at a time on the dyno and hope that the cumulative effect carries over to give you an edge at the track.
Felix, qui potuit rerum cognscere causas.
Happy is he who can discover the cause of things.
Happy is he who can discover the cause of things.
yea he still does stuff at Faermans.Joe Mendelis wrote:Is he the one that works at Faerman's?
67 camaro
girly rollers on pumpgas:
420 - 641hp BretBauerCam, 1.39, 9.79 @ 137.5
383 - 490hp 224/224, 1.56, 10.77 @ 124.6
502 - 626hp 252/263, 049s 1.44, 10.08 @ 132.7
62 Nova cruiser
383/200-4R/12-bolt w 373s
224/224 HR cam
1.57 10.97 @ 121.2
girly rollers on pumpgas:
420 - 641hp BretBauerCam, 1.39, 9.79 @ 137.5
383 - 490hp 224/224, 1.56, 10.77 @ 124.6
502 - 626hp 252/263, 049s 1.44, 10.08 @ 132.7
62 Nova cruiser
383/200-4R/12-bolt w 373s
224/224 HR cam
1.57 10.97 @ 121.2
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