Don Terrill’s Speed-Talk

Thank you. So cam timing has an integral role as well as rpm and length.

I think I know the answer to this - but would like verification. The Chrysler Soniramic ‘long ram’ induction used the principle of ‘pulse assisted’ induction. Theses motors determined that the longer the induction tube, the lower down the RPM range the Tq peak occurred.So Chrysler used two...a ‘stre...

Thank you all. I’ll pursue it at the track....but start from a bench mark of high 12s during the 60ft to be ‘safe’. Why not mid-12's? You'd be surprised at how much fuel some combinations will like at the bottom of the curve. Think it this way....Torque rich, Power lean(er). Especially if this is a...

Thank you all. I’ll pursue it at the track....but start from a bench mark of high 12s during the 60ft to be ‘safe’.

tjs44 wrote: ↑Thu Aug 05, 2021 10:07 am I know you said you have been using them for 20 years,what CI is the engine?Seems like small carbs for a race engine?Tom

6.1 litre (370 cui) SRT Hemi - with carb induction. Makes around 470-480 fwhp.

Hi again I am running dual 500 AVS carbs. Ive successfully tuned these carbs on a couple of motors over the last 20 years. However - other than comparing 60ft times....Ive never known what the optimum AF reading should be DIRECTLY AFTER the full tip in on launch. Would a reading of 11.9 indicate too...

I think the ‘tug of war’ scenario is probably what was happening. Either way, the new cap screw and tapped thread appears to have resolved the issue.

Thanks all for your views.

Recently my AFs went mad at idle.I assumed a blocked air bleed, but discovered that one of the Edelbrock top plate screws had stripped the thread, so the top plate was not sealing. A tap and cap screw fixed the problem. But...me being me..I’d love to know how a top plate leak can effect my idle mixt...

Rick - Can I respectfully submit that the answer to my question is not present in the thread from 8 years ago..as it was a different question. .nor is it in your last response. I’d prefer it if you excused yourself from my posts in future...clearly you lack the maturity and tolerance to contribute w...

So, what is being asserted, is -

For a given RPM, and using identical drivelines.......the driveline transferring more torque to the wheels will show a greater loss.

I’d be interested in which has the greater parasitic effect in this scenario - RPM or Torque?

So you mean..by higher TORQUE at same RPM...the losses are greater? Remembering HP is a function of Tq and RPM?

If so...what is it about Tq that impacts on driveline losses?

This answers my question in part - “ Engine parasitics, like cooling fans and alternators, would be constant between the two engines, assuming they run the same RPM.” But what about trans and diff losses? I can see the same diff losing the same power at the same RPM....but do converters....or is eng...

Thank you...that makes perfect sense.

I just want to make sure my thinking is correct on this. I’m aware that various makes and types of chassis dynos produce different results, and that different external conditions as well as differing drivetrains, tire pressures and size, gearing etc can also have an effect. BUT.....Lets take to exac...

My 67 Belvedere had a bell crank linkage under the dash...with the booster mounted on the firewall.

It was originally a drum/drum 318 car.