Erland Cox wrote: ↑Mon Apr 15, 2024 12:02 pm
First of all, with a full length TPI will maximum power come after 5500 RPM?
Some of the joy with the TPI is the incredible strength from low rpm, there are other manifolds for higher RPM.
How large is the engine going to be? A 400 definitively needs larger ports than a 350.
If we stay at 350 or 355 CI the engine will need around 200 CFM to reach 400 hp.
If that is at 5500 RPM we need app. 1.85-1.90 in minimum area.
What would be your opinion on a 302 CID engine? 4" bore x 3" stroke.
Not looking for high RPM such as the DZ 302 of the Trans Am series era. Just a smallish engine for the street that would use TPI induction. I'd often thought it would be reasonable fit. Now there's a fellow on another forum that is proposing to do just that.
Remember that the length of the TPI doesn't make it want to rev.
No need for more than 1.94-1,50 valves with TPI.
Erland Cox wrote: ↑Mon Apr 15, 2024 5:42 pm
I did a flow test now with the most stock looking head that I could find.
It still flowed 227 CFM bare at .500".
With the ported TPI base added flow dropped to 206 CFM.
Looking at the port I believe that the biggest flow loss is the floor between the head and manifold with that angle.
Erland
YES! That port angle is atrocious!! This is why Carnut raised the roof on the intake port. This has been what most guys do to try and offset that problem.
Raised the roof and bent the roof towards the port in the manifold?
The big problem is the floor.
Some spacers between head and manifold would help to bring the manifold up and make the turn.
Erland Cox wrote: ↑Mon Apr 15, 2024 5:42 pm
I did a flow test now with the most stock looking head that I could find.
It still flowed 227 CFM bare at .500".
With the ported TPI base added flow dropped to 206 CFM.
Looking at the port I believe that the biggest flow loss is the floor between the head and manifold with that angle.
Erland
YES! That port angle is atrocious!! This is why Carnut raised the roof on the intake port. This has been what most guys do to try and offset that problem.
Raised the roof and bent the roof towards the port in the manifold?
The big problem is the floor.
Some spacers between head and manifold would help to bring the manifold up and make the turn.
Erland
The whole port is pointed at the port ceiling in the head. Guys that usually port the intakes for big flow weld up the tops of the intake and port it. This is why Carnut ported his the way he did with a sort of transition to head port in the roof. You could port the floor out and downward tilt it but I dont know if thats going to help the SSR any.
RobZ28 wrote: ↑Tue Apr 16, 2024 12:01 pm
The whole port is pointed at the port ceiling in the head. Guys that usually port the intakes for big flow weld up the tops of the intake and port it. This is why Carnut ported his the way he did with a sort of transition to head port in the roof. You could port the floor out and downward tilt it but I dont know if thats going to help the SSR any.
This was what I was thinking of when I replied last night. I don't know if it could be altered enough to pull the air downward enough without affecting airflow too much (or enough to matter)... at least then it would have a slightly better transition as it moves through the head. Since the air is already moving fastest along the floor of the intake, it seems to me like it would be counterproductive to try to get it to move upward just to aim it down into the head... but I could be totally wrong.
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I put on a Edelbrock high flow elbow or whatever it is called and did a flow test.
Bare head at .500" 227 CFM. Base added 206 CFM. Elbow added 196 CFM.
I tried to flow with a tunnelram but the one I had taken had the flange welded up to high so I must take another tomorrow.
Remember that the length of the TPI doesn't make it want to rev.
No need for more than 1.94-1,50 valves with TPI.
Erland
You still want to fill the cylinder at any revs, TPI won't like long duration cams either so area will help.
Just no point running 2" + if you don't enlarge the runners.
Ignorance leads to confidence more often than knowledge does.
Nah, I'm not leaving myself out of the ignorant brigade....at times.
Long duration cams will do the same as shortening the runners.
But, as it is said in 2 stroke tuning, pipe the port, don´t port the pipe.
The runner CSA must be calculated for the engine size and max hp RPM you are planning.
Then you must decide reflection and TPI will be the second reflection.
Actually third reflection is better with short duration cam to make reflections fit well with valve open and valve closed.
Doober wrote: ↑Wed Apr 17, 2024 5:27 pm
What is the CSA on the Edelbrock runners? I'm assuming that's what you were talking about (the 'elbow') in the previous post.
RobZ28 wrote: ↑Sun Apr 14, 2024 9:47 pm
I would think creating a curved roof on the intake port at the angle TPI meets the heads intake runner would make the resonance wave at that enlarged point, taller and slower, becoming misshapen…and probably dissipate the top… A larger resonance wave is slower than a small one so that part of the area would lag behind. So what does that mean when you’ve got 2 S turns and a 180 degree upward tube to go through all while changing your shape from rectangle, to square and to circular?
Probably not much given the big picture.
Of course, I could be totally wrong and everything I wrote is bull****. But at least it was articulate.
Erland Cox wrote: ↑Thu Apr 18, 2024 6:46 am
Long duration cams will do the same as shortening the runners.
But, as it is said in 2 stroke tuning, pipe the port, don´t port the pipe.
The runner CSA must be calculated for the engine size and max hp RPM you are planning.
Then you must decide reflection and TPI will be the second reflection.
Actually third reflection is better with short duration cam to make reflections fit well with valve open and valve closed.
Erland
Pipe the port? Does the third reflection mean that the elbows needs to be opened into a siamese?
-juhana
A balanced person dares to stagger, and modify ports bigger
Carnut1 wrote: ↑Thu Apr 18, 2024 1:53 pm
Runners will stay divided, we will use the stock length and 2nd harmonic.
One bit of modelling I did on a similar build was that a 22" intake tract will show a peak in HP RPM at about 4900. A 20" is 5300 RPM. That's using the 2nd wave.
350 L98
9.7:1 CR
Dart SS heads ported 260-280cfm
TPIS big mouth intake ported 240cfm (hopefully) assembled
2.08CSA ASM runners
Port matched plenum
219/219 .527 .527 112 cam
System relies on exact CSA to get as much airspeed through the limited port sizes for as much speed as possible without pumping loss - 6000rpm MAX with typical 5200rpm TPI peak HP and 3700rpm TPI peak TQ.
INTAKE AND EXHAUST AIRFLOW
Bore=4.00000 Stroke=3.48000 349.84775790 Cubic Inches @ 5200 RPM Intake System= 144.52442 VE%
Complete Intake System Flow @28in.= 239.7937 -to- 256.7850 CFM @ 0.527000 Lift (17.00000 VE% Loss)
Cylinder Head Intake Port Flow @28in.= 268.0000 -to- 286.9899 CFM @ 0.527000 Lift (161.52442 VE%)
Cylinder Head Exhaust Port Flow @28in.= 207.0000 -to- 221.6675 CFM @ 0.527000 Lift (no Flow Pipe)
Intake Maximum Valve Lift 0.54141 0.56373 0.58698 0.61118
Exhaust Maximum Valve Lift 0.54141 0.56373 0.58698 0.61118
Intake Maximum Duration 209.202 210.677 212.162 213.763
Exhaust Maximum Duration 212.099 213.594 215.099 216.722
Overlap Maximum Duration -8.246 -6.761 -5.266 -4.421
-----------------------------------------------------------------------------------------------------
* above Specs adjusted for ValveTrain Deflection= 0.0000 Intake Lash= 0.0000 Exhaust Lash= 0.0000
* User's current Camshaft Specs : OverLap Duration = -5.00000
Lobe Separation Angle (LSA)= 112.00000 Camshaft Straight Up = 0.00000 degrees
Intake Lobe CenterLine = 112.00000 Exhaust Lobe CenterLine = 112.00000
Intake Duration = 219.00000 @ 0.05000” Exhaust Duration = 219.00000 @ 0.05000”
Intake Open = -2.50000 ATDC Exhaust Open = 41.50000 BBDC
Intake Close= 41.50000 ABDC Exhaust Close= -2.50000 BTDC
Intake Rocker Ratio = 1.50000:1 Exhaust Rocker Ratio = 1.50000:1
Intake Lobe Lift = 0.351333 Exhaust Lobe Lift = 0.351333
Intake Valve Lift = 0.527000 Exhaust Valve Lift = 0.527000
-----------------------------------------------------------------------------------------------------
Intake Pumping Choke Valve Lift= 0.505812 Exhaust Pumping Choke Valve Lift= 0.497485
Intake Time Area TQ Valve Lift = 0.607437 Exhaust Time Area TQ Valve Lift = 0.594791
Intake Time Area HP Valve Lift = 0.694212 Exhaust Time Area HP Valve Lift = 0.665616
Intake System Flow Valve Lift = 0.733089 Exhaust System Flow Valve Lift = 0.774381
Intake Port Flow Valve Lift = 0.778272 Exhaust Port Flow Valve Lift = 0.777459
Intake Curtain Flow Valve Lift = 0.821748 Exhaust Curtain Flow Valve Lift = 0.817639
Intake Z-Factor Valve Lift = 0.552450 Exhaust Z-Factor Valve Lift = 0.514460
0.250 L/D Ratio Int Valve Lift = 0.485000 0.250 L/D Ratio Exh Valve Lift = 0.375000
Note : the Valve Curtain Area will equal the Valve Area @ 0.250 Valve Lift/Diameter Ratio
Intake Mach Z-Factor = 46.5861 % SOS Exhaust Mach Z-Factor = 60.2513 % SOS
Mach Z-Factor definition = PerCent % of the Speed of Sound ( SOS ) at the Valve's Curtain Area
Mach Z-Factor Valve Lift = Level=10 Cam calculated Speed of Sound velocity thru Valve Curtain Areas
Pumping Choke Valve Lift = Level=10 Cam calculated Intake and Exhaust Valve Diameters and RPM Range
Time Area Valve Lifts = Level=10 Cam calculated User's Camshaft Durations, Curtain Areas, RPM Range
System Flow Valve Lift = Level=10 Cam calculated Intake and Exhaust System Flow and Valve Diameters
Port Flow Valve Lift = Level=10 Cam calculated Intake and Exhaust Port's Flow and Valve Diameters
Curtain Flow Valve Lifts = Level=10 Cam calculated Flow thru Intake and Exhaust Valve Curtain Areas
DCR Cylinder Volume CC = 650.933320 Dynamic Compression Ratio = 8.902518:1
DCR Effective Stroke = 3.1610 inches Valve Lash Compression Ratio = 7.423997:1
Static Compression Ratio = 9.700000:1 Ve% + Lash Compression Ratio = 11.991567:1
Cranking Psi @ 150 RPM = 150.8 Psi -to- 174.3 Psi @ 260 RPM (depending on Ring seal + Piston Rock)
Station Barometer NOAA= 30.00885898 Pressure Altitude Feet= -72.7 Z•Elevation Feet= 0.0
Density Altitude Feet = 1526.3 Relative Humidity % = 60.00 Dew Point DegF = 64.87
Virtual Temperature DegF = 84.24 Water Grains = 91.78 Wet Bulb DegF = 69.79
VALVE LIFTS
349.84775790 Cubic Inches @ 5200 RPM with Intake System = 144.52442 % Volumetric Efficiency PerCent
Calculated Intake Port Flow @28in.= 268.0000 -to- 286.9899 CFM @ 0.50581 Lift (161.52442 Ve%)
Calculated Exhaust Port Flow @28in.= 207.0000 -to- 221.6675 CFM @ 0.49748 Lift (no Flow Pipe)
---------------------------------------------------------------------------------------------------
Recommended Intake and Exhaust Port Flow for an operating RPM Range between 3200 RPM -to- 5700 RPM
Flowbench Lift Range = Minimum Normal Maximum ( Flowtest between Minimum to Maximum Valve Lift )
Intake Valve Lift = 0.44967 0.50581 0.55639 268.0000 -to- 286.9899 CFM at 28 inches
Exhaust Valve Lift = 0.45769 0.49748 0.54723 207.0000 -to- 221.6675 CFM at 28 inches
CROSS SECTIONAL AREAS
Bore=4.00000 Stroke=3.48000 349.84775790 Cubic Inches @ 5200 RPM Intake System= 144.52442 VE%
Complete Intake System Flow @28in.= 239.7937 -to- 256.7850 CFM @ 0.527000 Lift (17.00000 VE% Loss)
Cylinder Head Intake Port Flow @28 inch = 268.0000 -to- 286.9899 CFM at 0.55639 Lift (161.52442 Ve%)
Intake Intake Average Minimum Intake Port Flow @28 inches = 268.0000 CFM at 0.527000 Valve Lift
Velocity Cross-Sectional Intake Port 5200 RPM ( RPM Range = 3200 to 5700 RPM )
FPS Area sq.inch Volume CC's ----- Description --------------------------------
350 1.83771 CSA 164.9 Port has Pumping-Choke with HP Loss ( too fast FPS • HP Loss )
330 1.94909 CSA 174.9 Port may have Pumping-Choke with HP Loss ( too fast FPS )
311 2.06817 CSA 185.6 Highest useable Port velocity ( good TQ + HP • possible HP loss )
300 2.14400 CSA 192.4 Smallest Port CSA ( Hi Velocity FPS • very good TQ and HP )
285 2.25684 CSA 202.5 Recommended Port CSA ( very good TQ and HP combination )
260 2.47385 CSA 222.0 Recommended average Intake Port CSA (very good TQ and HP)
250 2.57280 CSA 230.8 Largest recommended average Intake Port CSA ( good HP )
240 2.68000 CSA 240.4 Largest recommended average Intake Port CSA (less Peak TQ)
235 2.73702 CSA 245.6 Largest recommended Intake Port Gasket Entry area CSA
225 2.85867 CSA 256.5 Largest Intake Port Gasket Entry CSA ( Slow FPS )
215 2.99163 CSA 268.4 Possible Torque Loss with Reversion ( Slow FPS )
210 3.06286 CSA 274.8 Torque Loss + Reversion possibility ( too slow FPS )
200 3.21600 CSA 288.5 Torque Loss + Reversion possibility ( too slow FPS )
304.7 2.11109 CSA 189.4 268.0000 CFM = User's Intake Port Flow at 0.527000 Valve Lift
Exhaust Exhaust Average Minimum Exhaust Port Flow @28 inches = 207.0000 CFM at 0.527000 Valve Lift
Velocity Cross-Sectional Exhaust Port 5200 RPM ( RPM Range = 3200 to 5700 RPM )
FPS Area sq.inch Volume CC's ----- Description --------------------------------
435 1.14207 CSA 55.7 Port and Throat Area have Pumping-Choke (too fast FPS • HP Loss)
380 1.30737 CSA 63.7 Port may have Pumping-Choke with HP Loss ( too fast FPS )
350 1.41943 CSA 69.2 Highest useable Port velocity ( possible HP loss • too fast FPS )
330 1.50545 CSA 73.4 Highest useable Port velocity ( good TQ + HP • possible HP loss )
311 1.59743 CSA 77.9 Highest useable Port velocity ( very good TQ and HP combination )
300 1.65600 CSA 80.7 Recommended Port CSA ( very good TQ and HP combination )
285 1.74316 CSA 85.0 Recommended average Exhaust Port CSA (very good TQ and HP)
265 1.87472 CSA 91.4 Recommended average Exhaust Port gasket area at exit
240 2.07000 CSA 100.9 Recommended largest Exhaust Port gasket area at exit
225 2.20800 CSA 107.6 Largest Exhaust Port Exit gasket area at exit (Slow FPS)
210 2.36571 CSA 115.3 Largest Exhaust Port Exit gasket area at exit (Slow FPS)
190 2.61474 CSA 127.5 Torque Loss + Reversion + Scavenging loss (too slow FPS)
180 2.76000 CSA 134.6 Torque Loss + Reversion + Scavenging loss (too slow FPS)
324.0 1.53333 CSA 74.8 207.0000 CFM = User's Exhaust Port Flow at 0.527000 Valve Lift
Bore=4.00000 Stroke=3.48000 349.84775790 Cubic Inches @ 5200 RPM Intake System= 144.52442 VE%
Complete Intake System Flow @28in.= 239.7937 -to- 256.7850 CFM @ 0.527000 Lift (17.00000 VE% Loss)
Cylinder Head Intake Port Flow @28 inch = 268.0000 -to- 286.9899 CFM at 0.55639 Lift (161.52442 Ve%)
Intake Intake Average Maximum Intake Port Flow @28 inches = 286.9899 CFM at 0.556393 Valve Lift
Velocity Cross-Sectional Intake Port 5200 RPM ( RPM Range = 3200 to 5700 RPM )
FPS Area sq.inch Volume CC's ----- Description --------------------------------
350 1.96793 CSA 176.6 Port has Pumping-Choke with HP Loss ( too fast FPS • HP Loss )
330 2.08720 CSA 187.3 Port may have Pumping-Choke with HP Loss ( too fast FPS )
311 2.21471 CSA 198.7 Highest useable Port velocity ( good TQ + HP • possible HP loss )
300 2.29592 CSA 206.0 Smallest Port CSA ( Hi Velocity FPS • very good TQ and HP )
285 2.41676 CSA 216.8 Recommended Port CSA ( very good TQ and HP combination )
260 2.64914 CSA 237.7 Recommended average Intake Port CSA (very good TQ and HP)
250 2.75510 CSA 247.2 Largest recommended average Intake Port CSA ( good HP )
240 2.86990 CSA 257.5 Largest recommended average Intake Port CSA (less Peak TQ)
235 2.93096 CSA 263.0 Largest recommended Intake Port Gasket Entry area CSA
225 3.06123 CSA 274.7 Largest Intake Port Gasket Entry CSA ( Slow FPS )
215 3.20361 CSA 287.4 Possible Torque Loss with Reversion ( Slow FPS )
210 3.27988 CSA 294.3 Torque Loss + Reversion possibility ( too slow FPS )
200 3.44388 CSA 309.0 Torque Loss + Reversion possibility ( too slow FPS )
304.7 2.26068 CSA 202.8 286.9899 CFM = Maximum Intake Port Flow at 0.556393 Valve Lift
Exhaust Exhaust Average Maximum Exhaust Port Flow @28 inches = 221.6675 CFM at 0.547233 Valve Lift
Velocity Cross-Sectional Exhaust Port 5200 RPM ( RPM Range = 3200 to 5700 RPM )
FPS Area sq.inch Volume CC's ----- Description --------------------------------
435 1.22299 CSA 59.6 Port and Throat Area have Pumping-Choke (too fast FPS • HP Loss)
380 1.40001 CSA 68.3 Port may have Pumping-Choke with HP Loss ( too fast FPS )
350 1.52001 CSA 74.1 Highest useable Port velocity ( possible HP loss • too fast FPS )
330 1.61213 CSA 78.6 Highest useable Port velocity ( good TQ + HP • possible HP loss )
311 1.71062 CSA 83.4 Highest useable Port velocity ( very good TQ and HP combination )
300 1.77334 CSA 86.5 Recommended Port CSA ( very good TQ and HP combination )
285 1.86667 CSA 91.0 Recommended average Exhaust Port CSA (very good TQ and HP)
265 2.00756 CSA 97.9 Recommended average Exhaust Port gasket area at exit
240 2.21668 CSA 108.1 Recommended largest Exhaust Port gasket area at exit
225 2.36445 CSA 115.3 Largest Exhaust Port Exit gasket area at exit (Slow FPS)
210 2.53334 CSA 123.5 Largest Exhaust Port Exit gasket area at exit (Slow FPS)
190 2.80001 CSA 136.5 Torque Loss + Reversion + Scavenging loss (too slow FPS)
180 2.95557 CSA 144.1 Torque Loss + Reversion + Scavenging loss (too slow FPS)
324.0 1.64198 CSA 80.0 221.6675 CFM = Maximum Exhaust Port Flow at 0.547233 Valve Lift
TUNED LENGTHS
Bore=4.00000 Stroke=3.48000 349.84775790 Cubic Inches @ 5200 RPM Intake System= 144.52442 VE%
Complete Intake System Flow @28in.= 239.7937 -to- 256.7850 CFM @ 0.527000 Lift (17.00000 VE% Loss)
Cylinder Head Intake Port Flow @28 inch = 268.0000 -to- 286.9899 CFM at 0.55639 Lift (161.52442 Ve%)
---- Induction System Tuned Lengths ---- ( * Open-End Tube = both Odd and Even Numbered Harmonics )
Harmonic Total Intake Manifold Air / Fuel Ratio = 13.20000:1 BSFC = 0.6825 LbsHour/HP
Wave Induction Port Runner ( Induction System operating RPM Range from 3200 to 5700 RPM )
Number Length Length Length ------ Description --------------------------------------------
1st 46.5357 = 5.4750 + 41.0607 typically Induction Length too long to fit or use effectively
2nd 23.2678 = 5.4750 + 17.7928 creates the highest Peak Torque, but may lose higher RPM HP
3rd 15.5119 = 5.4750 + 10.0369 ProStock, Comp Eliminator, etc. best Peak TQ and Peak HP Combo
4th 11.6339 = 5.4750 + 6.1589 Single-Plane Manifold, slightly less Torque than 3rd Harmonic
5th 9.3071 = 5.4750 + 3.8321 Peak Torque is substantially reduced, even though Tuned Length
Note: 1st and 2nd Harmonic Lengths sometimes create the highest Peak Torque, but may lose higher RPM HP
the 3rd Harmonic Length typically creates the best overall combination of Peak Torque and Peak HP
the 4th Harmonic's shorter Tuned Length allows for greater underneath Hood clearance
Note: all the above Induction System Tuned Lengths are based-off 0.500 inch Radius Entry Curve
if your Radius Entry is less, the Power Curve will be shifted slightly to a lower RPM Range
if your Radius Entry is greater, the Power Curve will be shifted slightly to a higher RPM Range
* Radius Entry Curve = Bellmouth Radius, Carb Entry Radius, Velocity Stack Radius, Plenum Entry Radius
_______________________________________________________________________________________________________
----- Intake Manifold Plenum Runner Entry Area ( * with 0.500 inch Radius Entry Curve ) -----
Minimum Recommended Entry Area = 2.859 to 3.216 Sq.Inch ( minimum for 1 Carb Single-Plane Manifolds )
Average Recommended Entry Area = 3.287 Sq.Inch ( good for Single-Plane or Tunnel Ram Manifolds )
Maximum Recommended Entry Area = 3.358 to 3.973 Sq.Inch ( maximum for 1 Carb Single-Plane Manifolds )
Minimum Plenum Volume CC = 695.6 or CID = 42.4 ( typically for 1 Carb Single-Plane Manifold )
Single-Plane Manifold with 1 Carb Recommended Plenum Entry Area = 3.358 to 3.973 Sq.Inch
Maximum Plenum Volume CC = 5733.0 ( typically for Tunnel Ram Intake Manifold with Carbs, MFI, EFI )
Maximum Plenum Volume CID= 349.8 ( typically for Tunnel Ram Intake Manifold with Carbs, MFI, EFI )
Tunnel Ram Intakes with direct-line-of-sight Carb Bores Recommended Entry Area = 2.859 to 3.358 Sq.Inch
Tunnel Ram Intakes with poor-line-of-sight Carb Bores Recommended Entry Area = 3.358 to 3.973 Sq.Inch
_______________________________________________________________________________________________________
Induction System Tuned Length ( with Injector Stack Bellmouth or Radius Entry ) • ( No Plenum Area )
* definition : from Head's Valve Seat Lap-Line -to- top of Injector Stack Bellmouth or Radius Entry
Induction System Tuned Length ( with IR = Independent Runner and Carb ) • ( No Plenum Area )
* definition : from Head's Valve Seat Lap-Line -to- top of Carb Entry Area or Velocity Stack Radius
Induction System Tuned Length ( with Intake Manifold that has a Plenum Area )
* definition : from Head's Valve Seat Lap-Line -to- Intake Runner Entry Area inside Manifold Plenum
ENGINE DESIGN
349.84775790 Cubic Inches at 5200 RPM with Intake System = 144.52442 % PerCent Volumetric Efficiency
Recommended Intake and Exhaust Port Flow for an operating RPM Range between 3200 RPM -to- 5700 RPM
Complete Intake System Flow @28in.= 239.7937 -to- 256.7850 CFM @ 0.52700 Lift (17.00000 VE% Loss)
Cylinder Head Intake Port Flow @28in.= 268.0000 -to- 286.9899 CFM @ 0.52700 Lift (161.52442 Ve%)
Cylinder Head Exhaust Port Flow @28in.= 207.0000 -to- 221.6675 CFM @ 0.527000 Lift (no Flow Pipe)
----- Engine Design Specifications -----
Engine Size CID = 349.84775790 Engine Size CC's = 5732.97759903
CID per Cylinder = 43.73096974 CC's per Cylinder = 716.62219988
Clearance Vol CID = 5.02654825 Clearance Vol CC's = 82.37036780
Total Clearance CID = 40.21238597 Total Clearance CC = 658.96294242
Total Cubic Inches = 390.06014387 Total Engine CC's = 6391.94054144
Rod/Stroke Ratio = 1.63793103 Bore/Stroke Ratio = 1.14942529
Bore Area sq.inch = 12.56637061 Bore Area/CID Ratio = 0.28735632
Crankshaft Radius = 1.74000000 Crank Radius + Rod = 7.44000000
---- Intake ---- at 0.52700 Lift ---- Exhaust---- at 0.52700 Lift
CFM/Sq.Inch = 90.665 to 97.090 CFM/Sq.Inch = 117.138 to 125.438
Intake Valve Diameter = 1.94000 Exhaust Valve Diameter = 1.50000
Intake Valve L/D Ratio = 0.271649 Exhaust Valve L/D Ratio = 0.351333
Intake Valve/Bore Ratio= 0.48500 Exhaust Valve/Bore Ratio= 0.37500
Intake Valve Area FPS = 217.60 Exhaust Valve Area FPS = 281.13
Intake Valve Dia. Area = 2.95592 Exhaust Valve Dia. Area = 1.76715
Intake Valve Stem Area = 0.09143 Exhaust Valve Stem Area = 0.09143
Intake Valve Net Area = 2.86449 Exhaust Valve Net Area = 1.67571
Intake Throat Area FPS = 280.99 Exhaust Throat Area FPS = 380.11
Intake Throat PerCent %= 88.0000 Exhaust Throat PerCent %= 86.0000
Intake Throat Diameter = 1.70720 Exhaust Throat Diameter = 1.29000
Intake Throat Area = 2.28907 Exhaust Throat Area = 1.30698
Intake Throat Net Area = 2.19763 Exhaust Throat Net Area = 1.21555
Intake Curtain Area FPS= 200.26 Exhaust Curtain Area FPS= 200.05
Intake Curtain Area = 3.21190 Exhaust Curtain Area = 2.48343
Intake Curtain Net Area= 2.64700 Exhaust Curtain Net Area= 1.91853
---- various Exhaust/Intake Ratios ----
Exh/Int Valve Lift Ratio = 1.00000000
Exh/Int Lobe Duration Ratio = 1.00000000
Exh/Int Flow CFM Ratio = 0.72943434
Exh/Int Valve Diameter Ratio = 0.77319588
Exh/Int Throat Diameter Ratio = 0.75562324
Exh/Int Curtain Area Ratio = 0.77319588
Target Exhaust Gas Temperature = 1172.3 degrees F at end of 4 second 600 RPM/Sec Dyno test
EGT Speed of Sound in Feet per Second = 1980.4 FPS at 1.000 inch distance into Primary Pipe
Octane (R+M)/2 Method = 101.5 to 93.9 Octane required range
Air Standard Efficiency = 60.24693 % for 9.7000:1 Compression Ratio
Average Piston Velocity = 3016.000000 in Feet Per Minute
Maximum Piston Velocity = 4954.916595 FPM occurs at 74.309427 Degrees ATDC
Piston Depth at 74.309427 degree ATDC = 1.521143 inches Cylinder Volume = 313.2429 CC
Crank Angle at which Rod and Crank axis form a 90 degree angle to each other = 73.0245005 ATDC
Maximum TDC Rod Tension GForce = 1744.3125 G's Acceleration Ft/Sec^2 = 56121.5950
Maximum BDC Rod Compression GForce = 928.4244 G's Acceleration Ft/Sec^2 = 29871.1715
DCR Cylinder Volume CC = 650.933320 Dynamic Compression Ratio = 8.902518:1
DCR Effective Stroke = 3.1610 inches Valve Lash Compression Ratio = 7.423997:1
Static Compression Ratio = 9.700000:1 Ve% + Lash Compression Ratio = 11.991567:1
Cranking Psi @ 150 RPM = 150.8 Psi -to- 174.3 Psi @ 260 RPM ( depending on Ring seal / Piston Rock )
Intake Valve Margin CC's Exhaust Valve Margin CC's
CC's per inch ground off CC's per inch ground off
1.00 CC = 0.0206 1.00 CC = 0.0345
0.50 CC = 0.0103 0.50 CC = 0.0173
0.25 CC = 0.0052 0.25 CC = 0.0086
0.10 CC = 0.0021 0.10 CC = 0.0035
Does the third reflection mean that the elbows needs to be opened into a siamese?