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He is a lecturer at UNCC. I lived just 30 miles south of there for a while, I shoulda really looked him up! Thanks for teh info guys, I've found some good stuff.

or info? I'd like to find a huge archive of his online stuff but I've only found bits and pieces on Google. LMK!

OK guys, I'll be trying a crucial part fo my OOC engine, in a more conventional engine, I'll be testing the exhaust system that the inventor claims it takes advantage of the delayed exhaust opening. First thing, I'll be using a more conventional cam with more overlap (part of his criteria)...

Quoting SMOKEY44211: "I think that your line of reasoning has some merit at for low cycling speeds (under 2,000 rpm) to reduce BSFC. The exhaust gas temps. you are referencing suggest that you are investigating WOT performance." **************************************************************...

Lots of interesting thoughts so far, especially that the powerstroke is basically over @ 10* BBDC... Here's some highlights of the rest of my combo (very generally). I'm not afraid to share specifics, but many of them are still in limbo. I can comment on what I am leaning towards if it...

"By the time the crankshaft has moved through 90 degrees of rotation most of the effective work has been done." ************************************************************ Thanx, this part was helpful, but I have emperical (2nd hand) evidence that states the PDR (point of diminishing returns)...

Any updates V114???

thx SBBlue. Currently, the stock cam hits .050 at around 30* BBDC and the actual off seat would be around 60* BBDC which effectively kills the latter 1/3 (as far as crank degrees are concerned) of the power stroke. I am hoping to hold the valve closed much closer to BDC but not past it by any...

Ivanhoew, I'd like to see that pamphlet on Superflow Port Design, please. Thanks!

The future of the IC engine thread was good, and while this seems much more short-sighted than that topic, I believe it would be an incremental gain in efficiency and easily adaptable to current engines with cam and boltons. It mostly centers on delaying exhaust valve opening as much as...

My experience is almost strictly with 2 valve heads, but I generally try and get the choke point to flow a ceratin % of the valve capability. That is what was mentioned above, use 61% of cross sectional area at the divider, and yours calculated to be 56% and I believe that is where the problem...

Apparently I said that wrong, but I've always heard "losses increase exponentially" meaning that at some point the driveline loss curve would exceed a slope of one and the HP/TQ curves will be diving the opposite direction. What exactly do I want to call this then? I am thinking that the...

I have no heat loss figures, but I see how that could be used to calculate torque loss though! Here is another graph, a stroker V6 using the same cam and it has an even nastier torque curve... the graph is superimposed on a 4.6 V8 dyno sheet, the V6 eats the V8 for lunch and spits out the...

Thanks Jay! The good news is that the V6 Mustangs that I play with use a V8 transmission, very few load bearing parts are downgraded for the lower torque, (if any) In fact there is not much less torque produced on a V6, as compared to a 4.6 liter V8 anyway. So we are using a "Heavy Duty"...

I'd like further comments from the experts on this, then I will post some dynosheets and get your input on a related question. ************************************************************************** > > ***** > > mailto: rgrcfm@hotmail.com (OLD Email, do not use :D) > > Date: 5/8/2001 > >...