Similarly, if you were modeling an engine for heavy towing to be run on 87 octane fuel, and some of your inputs resulted in calculated cranking pressures too high for that octane, in that application....... you could make some adjustments to the plan to bring the cranking number within a more suitable range.
Why does a tighter lsa need more compression?
Moderator: Team
Re: Why does a tighter lsa need more compression?
Somewhat handy with a die grinder.
-
- Guru
- Posts: 9633
- Joined: Tue Nov 27, 2007 9:27 am
- Location: Chicago
- Contact:
Re: Why does a tighter lsa need more compression?
Interesting. If the SCR is the same for both engines, then why is there a significant difference in cranking pressure?mt-engines wrote: ↑Tue Feb 11, 2020 1:34 pmExample
10:1bbc 496 dart 320 heads
274/285@.050 .740 .720 109 107icl
235psi cranking compression
740hp
Same engine :
268/276 @.050 .770 .730 112 108icl
210psi cranking compression
765hp
What did we learn? Nothing.. What did it prove? Nothing
What will it help? Figuring if lash is changing without taking the valve covers off i guess.
Why does engine A, with longer duration, and later IVC, produce a higher cranking pressure?
Why does engine B, with lower compression, shorter duration, make more power than engine A?
Clearly, compression has absolutely no predictive value. Then why do we concern ourselves with SCR or DCR, or cranking compression?
Perhaps we do not understand the role that compression pressure plays in the combustion process.
Hint: its about the compression temperature produced, not the pressure.
Re: Why does a tighter lsa need more compression?
Fuel choice i guessThen why do we concern ourselves with SCR or DCR, or cranking compression?
Re: Why does a tighter lsa need more compression?
Some food for thought, on this engine the only change made was tightening the valve lash from about .030 intake and exhaust to .026/.028 there by increasing only the seat numbers and it hurt average power as much as 20 hp and ft lbs. across the pull.
A similar example on an EMC engine here.
A similar example on an EMC engine here.
To take full advantage of the large airflow potential when running this small-cube engine, we consulted with Chris Mays at Comp Cams, who ground us a couple of small-duration solid flat-tappet cams to try with the most aggressive opening rates possible for a Chevy lifter. We were initially pleased with the first cam, a 236/242-at-.050 grind; however, I spent some time with a degree wheel and a dial indicator and realized that I could get the same intake valve seat-to-seat time, but with more duration everywhere else if I ran a 242/242-at-.050 cam, but opened up the lash on the intake. Dyno testing confirmed my theory, and we were rewarded with a 7-12 ft-lb gain in torque across the board https://www.hotrod.com/articles/0903phr ... vy-engine/
You do not have the required permissions to view the files attached to this post.
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!
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!
- Stan Weiss
- Vendor
- Posts: 4821
- Joined: Tue Feb 20, 2007 1:31 pm
- Location: Philadelphia, PA
- Contact:
Re: Why does a tighter lsa need more compression?
Gary,GARY C wrote: ↑Tue Feb 11, 2020 3:26 pm Some food for thought, on this engine the only change made was tightening the valve lash from about .030 intake and exhaust to .026/.028 there by increasing only the seat numbers and it hurt average power as much as 20 hp and ft lbs. across the pull.
A similar example on an EMC engine here.To take full advantage of the large airflow potential when running this small-cube engine, we consulted with Chris Mays at Comp Cams, who ground us a couple of small-duration solid flat-tappet cams to try with the most aggressive opening rates possible for a Chevy lifter. We were initially pleased with the first cam, a 236/242-at-.050 grind; however, I spent some time with a degree wheel and a dial indicator and realized that I could get the same intake valve seat-to-seat time, but with more duration everywhere else if I ran a 242/242-at-.050 cam, but opened up the lash on the intake. Dyno testing confirmed my theory, and we were rewarded with a 7-12 ft-lb gain in torque across the board https://www.hotrod.com/articles/0903phr ... vy-engine/
You would not happen to know how much reduction in cranking compression psi there was with that change?
Stan
Stan Weiss/World Wide Enterprises
Offering Performance Software Since 1987
http://www.magneticlynx.com/carfor/carfor.htm
David Vizard & Stan Weiss' IOP / Flow / Induction Optimization Software
http://www.magneticlynx.com/DV
Offering Performance Software Since 1987
http://www.magneticlynx.com/carfor/carfor.htm
David Vizard & Stan Weiss' IOP / Flow / Induction Optimization Software
http://www.magneticlynx.com/DV
- mt-engines
- Expert
- Posts: 880
- Joined: Fri Sep 27, 2019 12:35 pm
- Location: MN
Re: Why does a tighter lsa need more compression?
Pumped on the dyno. Who cares what some arbitrary calculation isStan Weiss wrote: ↑Tue Feb 11, 2020 2:36 pmWere these measured or calculated. They make no sense to me if CR was 10.0:1 for both.mt-engines wrote: ↑Tue Feb 11, 2020 1:34 pm
Example
10:1bbc 496 dart 320 heads
274/285@.050 .740 .720 109 107icl
235psi cranking compression
740hp
Same engine :
268/276 @.050 .770 .730 112 108icl
210psi cranking compression
765hp
What did we learn? Nothing.. What did it prove? Nothing
What will it help? Figuring if lash is changing without taking the valve covers off i guess.
Stan
Re: Why does a tighter lsa need more compression?
No I never measured it but using Patric's DCR calc and assuming it was only a 4 degree degree difference (292 vs 296) it would reduce DCR from a 8.74 to 8.58Stan Weiss wrote: ↑Tue Feb 11, 2020 3:37 pmGary,GARY C wrote: ↑Tue Feb 11, 2020 3:26 pm Some food for thought, on this engine the only change made was tightening the valve lash from about .030 intake and exhaust to .026/.028 there by increasing only the seat numbers and it hurt average power as much as 20 hp and ft lbs. across the pull.
A similar example on an EMC engine here.To take full advantage of the large airflow potential when running this small-cube engine, we consulted with Chris Mays at Comp Cams, who ground us a couple of small-duration solid flat-tappet cams to try with the most aggressive opening rates possible for a Chevy lifter. We were initially pleased with the first cam, a 236/242-at-.050 grind; however, I spent some time with a degree wheel and a dial indicator and realized that I could get the same intake valve seat-to-seat time, but with more duration everywhere else if I ran a 242/242-at-.050 cam, but opened up the lash on the intake. Dyno testing confirmed my theory, and we were rewarded with a 7-12 ft-lb gain in torque across the board https://www.hotrod.com/articles/0903phr ... vy-engine/
You would not happen to know how much reduce in cranking compression psi there was with that change?
Stan
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!
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!
- Stan Weiss
- Vendor
- Posts: 4821
- Joined: Tue Feb 20, 2007 1:31 pm
- Location: Philadelphia, PA
- Contact:
Re: Why does a tighter lsa need more compression?
What was the recommended lash for each cam and what was the lash set to. Also what was the adv seat-to-seat duration of each cam.mt-engines wrote: ↑Tue Feb 11, 2020 3:42 pmPumped on the dyno. Who cares what some arbitrary calculation isStan Weiss wrote: ↑Tue Feb 11, 2020 2:36 pmWere these measured or calculated. They make no sense to me if CR was 10.0:1 for both.mt-engines wrote: ↑Tue Feb 11, 2020 1:34 pm
Example
10:1bbc 496 dart 320 heads
274/285@.050 .740 .720 109 107icl
235psi cranking compression
740hp
Same engine :
268/276 @.050 .770 .730 112 108icl
210psi cranking compression
765hp
What did we learn? Nothing.. What did it prove? Nothing
What will it help? Figuring if lash is changing without taking the valve covers off i guess.
Stan
Stan
Stan Weiss/World Wide Enterprises
Offering Performance Software Since 1987
http://www.magneticlynx.com/carfor/carfor.htm
David Vizard & Stan Weiss' IOP / Flow / Induction Optimization Software
http://www.magneticlynx.com/DV
Offering Performance Software Since 1987
http://www.magneticlynx.com/carfor/carfor.htm
David Vizard & Stan Weiss' IOP / Flow / Induction Optimization Software
http://www.magneticlynx.com/DV
Re: Why does a tighter lsa need more compression?
Sorry, I'm a Joe Amateur here. But, if you're saying cranking pressure doesn't mean sh!t, you must not have dealt with -- or have forgotten about -- pump-gas builds of "old school" no-quench, iron-head, big-block street/strip engines.
As long as my own cranking pressure measurements were taken the same way, there were definitely some octane guidelines that correlated well to those #s. If the engine was 165-ish, I was good on straight 93 or 93 E10 with a "normal" timing curve. When the #s were hitting 180+/-, I needed to blend a higher octane fuel to keep the occasional ping factor under control.
I don't believe in living & dying buy some calculated "adjusted CR #" that doesn't factor the changes in the engine's VE, etc., across the RPM range, and I've p!ssed off some people when I've called bogus on that approach. However, I believe there is something of a sanity check for octane-limited applications when I have this reference point -- even if it's a # that only applies to my builds.
Your mileage may vary and your opinion may differ. Welcome to the Free World.
As long as my own cranking pressure measurements were taken the same way, there were definitely some octane guidelines that correlated well to those #s. If the engine was 165-ish, I was good on straight 93 or 93 E10 with a "normal" timing curve. When the #s were hitting 180+/-, I needed to blend a higher octane fuel to keep the occasional ping factor under control.
I don't believe in living & dying buy some calculated "adjusted CR #" that doesn't factor the changes in the engine's VE, etc., across the RPM range, and I've p!ssed off some people when I've called bogus on that approach. However, I believe there is something of a sanity check for octane-limited applications when I have this reference point -- even if it's a # that only applies to my builds.
Your mileage may vary and your opinion may differ. Welcome to the Free World.
- mt-engines
- Expert
- Posts: 880
- Joined: Fri Sep 27, 2019 12:35 pm
- Location: MN
Re: Why does a tighter lsa need more compression?
Stan, you are missing my point... Who the F cares about cranking compression? Who cares about calculated compression? It proves nothing.Stan Weiss wrote: ↑Tue Feb 11, 2020 3:56 pmWhat was the recommended lash for each cam and what was the lash set to. Also what was the adv seat-to-seat duration of each cam.mt-engines wrote: ↑Tue Feb 11, 2020 3:42 pmPumped on the dyno. Who cares what some arbitrary calculation isStan Weiss wrote: ↑Tue Feb 11, 2020 2:36 pm
Were these measured or calculated. They make no sense to me if CR was 10.0:1 for both.
Stan
Stan
Why dont you ask about starter rpm, engine temp, throttle blade position etc.. Bottom line is nobody i know thst builds competitive racing engines uses these calculators, wastes their time with these camshaft programs or relates cranking compression to anything other than it being an observed number.
You can make graphs and spreadsheets all you want.. My customers want to win.. And as long as the HP number is high they could care less about anything else..
Lash was the same seat duration was similar
Re: Why does a tighter lsa need more compression?
^^ agreed when fuel octane isnt limited but if it is then maybe there is correlation or some importantance
Re: Why does a tighter lsa need more compression?
As I posted before this engine builder says he doesn't care about SCR but only cylinder pressure and references cranking psi in his statement. And he is not the only race winning engine builder who feels this way. All data is usful if it's used correctly.mt-engines wrote: ↑Tue Feb 11, 2020 4:28 pmStan, you are missing my point... Who the F cares about cranking compression? Who cares about calculated compression? It proves nothing.Stan Weiss wrote: ↑Tue Feb 11, 2020 3:56 pmWhat was the recommended lash for each cam and what was the lash set to. Also what was the adv seat-to-seat duration of each cam.mt-engines wrote: ↑Tue Feb 11, 2020 3:42 pm
Pumped on the dyno. Who cares what some arbitrary calculation is
Stan
Why dont you ask about starter rpm, engine temp, throttle blade position etc.. Bottom line is nobody i know thst builds competitive racing engines uses these calculators, wastes their time with these camshaft programs or relates cranking compression to anything other than it being an observed number.
You can make graphs and spreadsheets all you want.. My customers want to win.. And as long as the HP number is high they could care less about anything else..
Lash was the same seat duration was similar
Bill has built engines at the highest levels of both stock car and drag racing. In '85, '87 and '93 Bill was the nhra world champ in competition eliminator - a series of racing that clearly shows wh makes the most power. Today he's focusing on building engines for the nascar west series and looks to be having the same level of success. viewtopic.php?f=47&t=57586
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!
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!
- Stan Weiss
- Vendor
- Posts: 4821
- Joined: Tue Feb 20, 2007 1:31 pm
- Location: Philadelphia, PA
- Contact:
Re: Why does a tighter lsa need more compression?
I am glad that your customers are happy with what you do for them.mt-engines wrote: ↑Tue Feb 11, 2020 4:28 pm
Stan, you are missing my point... Who the F cares about cranking compression? Who cares about calculated compression? It proves nothing.
Why dont you ask about starter rpm, engine temp, throttle blade position etc.. Bottom line is nobody i know thst builds competitive racing engines uses these calculators, wastes their time with these camshaft programs or relates cranking compression to anything other than it being an observed number.
You can make graphs and spreadsheets all you want.. My customers want to win.. And as long as the HP number is high they could care less about anything else..
Lash was the same seat duration was similar
But how does that help the non-professional engine build that comes here for help? You say ignore what I and others have said, but don't give any recommended methods of how to get the job done.
Stan
Stan Weiss/World Wide Enterprises
Offering Performance Software Since 1987
http://www.magneticlynx.com/carfor/carfor.htm
David Vizard & Stan Weiss' IOP / Flow / Induction Optimization Software
http://www.magneticlynx.com/DV
Offering Performance Software Since 1987
http://www.magneticlynx.com/carfor/carfor.htm
David Vizard & Stan Weiss' IOP / Flow / Induction Optimization Software
http://www.magneticlynx.com/DV
- mt-engines
- Expert
- Posts: 880
- Joined: Fri Sep 27, 2019 12:35 pm
- Location: MN
Re: Why does a tighter lsa need more compression?
Even an amatuer engine builder seeks what first? A HP goal, rpm goal. Street or strip etc.. It takes x amount of cam, x amount of head and x amount of cubic inch to get those goals period. Happy dynos do exist and some people goals are not feasible. Throw in some arbitrary calculations and it csn put people many steps backwards.Stan Weiss wrote: ↑Tue Feb 11, 2020 5:08 pmI am glad that your customers are happy with what you do for them.mt-engines wrote: ↑Tue Feb 11, 2020 4:28 pm
Stan, you are missing my point... Who the F cares about cranking compression? Who cares about calculated compression? It proves nothing.
Why dont you ask about starter rpm, engine temp, throttle blade position etc.. Bottom line is nobody i know thst builds competitive racing engines uses these calculators, wastes their time with these camshaft programs or relates cranking compression to anything other than it being an observed number.
You can make graphs and spreadsheets all you want.. My customers want to win.. And as long as the HP number is high they could care less about anything else..
Lash was the same seat duration was similar
But how does that help the non-professional engine build that comes here for help? You say ignore what I and others have said, but don't give any recommended methods of how to get the job done.
Stan
Re: Why does a tighter lsa need more compression?
What Super Stock engine builders focus on only cylinder pressure?