Tuner wrote: ↑Sat Sep 15, 2018 2:08 pm
zums wrote: ↑Sat Sep 15, 2018 11:42 am
Tuner wrote: ↑Sat Sep 15, 2018 11:02 am
^^THIS^^
You all who think this head is too big, too tapered, too big a bowl or too this-or-that, too whatever it is you are criticizing, most likely have not actually run them to know from experience what you are going on about. OP, if you do change to a different head, don't be too quick to get rid of these because you could be throwing the baby out with the bathwater.
Yea, sure, thats obvious by the op's first post, maybe the self proclaimed carb experts should stick to carbs
Tom
Have you actually run these heads? There could be several reasons the OP's engine is down on grunt coming off the corner. Perhaps you haven't noticed, there is more to tuning than just the carb. Ignition timing and the advance curve has more to do with tuning than the carb, because, basically, gasoline burns. In particular, these heads are unique because they need less spark advance than most people think and they are particularly allergic to too much timing at and below the torque peak. The timing that makes best power is too much to make best torque and low end grunt below the torque peak. A locked distributor or "all in at 2500" makes an exactly backwards advance curve because the electronic ignition's slew rate timing retard causes too much advance at low RPM when the timing is right for best power at high RPM.
Well, a civil response, i can deal with that, yes, i also dont subscribe to the typical curve, it has to be specific for the engine combo and track, i was simply pointing out that from an efficiency stand point they need to be worked for each different combo, if you ever saw one, GM scallops out the side of the port for pushrod clearanse which makes the pinch limited to what you can do without welding, so basically out of the box you have a large gradient across the port, not the best scenario for v/e if rules allow working, also the large avr csa is not the best for his cube , compression, rpm and longer rod, so is it better to spend thousands to fit the engine to the head , or fit the head to the engine , comp, gear ect
Tom