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  1. incandescent

    Different bore/stroke within same engine

    Larry Widmer pops up again.. 3rd post from the top... http://www.theoldone.com/archive/pro-stock-racing-engine.htm Related discussion... http://forums.atlasf1.com/showthread.php?s=&threadid=77379
  2. incandescent

    Selecting engine dimensions for its intended use, effects of R/S ratio

    The other thing to remember is that engine speed is the single largest "destructive force" causing factor in an engine. The differences in piston acceleration mentioned in mcguire's post would be much smaller if engine speed was closer to (or under) 10,000 RPM as it is with most anything that...
  3. incandescent

    Getting around a turbo restrictor requirement

    Thanks Greg !
  4. incandescent

    Selecting engine dimensions for its intended use, effects of R/S ratio

    tbuelna, do you know which particular engine runs a 48mm stroke? I thought they were closer to a low 40s (41, 42mm.. and closer to mean piston speeds of 25, 26 m/s THanks
  5. incandescent

    Getting around a turbo restrictor requirement

    I understand that flow stops increasing once flow goes sonic. I think I know where I may have gone wrong. PR 2 is post vs pre restrictor (atmospheric on pre, and half atmospheric on post), and not PR of the turbo. Am I right?
  6. incandescent

    Getting around a turbo restrictor requirement

    Hemi, I believe I made a mistake. Appreciate if you can the rest could comment on the accuracy of the paragraph I type below. A restrictor doesn't place restrictions on mass flowing across it, but volume. Change the density of the air, and massflow will increase. The only way to change...
  7. incandescent

    Getting around a turbo restrictor requirement

    Hemi, does the restrictor not limit massflow at a given pressure drop across it? I might be wrong but by my logic the pressure ratio of the turbo has little to do with power production because the restrictor is the limiting factor. I can however see how one would want a real quick spooling...
  8. incandescent

    Selecting engine dimensions for its intended use, effects of R/S ratio

    It is a lot easier to pull a rod apart than it is to crush it so acceleration at TDC is a larger concern. It doesn't help that acceleration around TDC is always larger than around BDC. The differences are minute between most any combination you would run though (rpm, rod lengths, stroke) so...
  9. incandescent

    4-VALVE HEAD - OPTIMUM PORT VELOCITY??

    Ryan, I think you have your piston speeds miscaculated. They can't be more than 100m/s even at peak - more likely around 40m/s.
  10. incandescent

    Cylinder liner honing

    Rob, can you expound on conventional honing not correcting any out-of-round condition? I have always thought that an aggressive enough hone job would work the imperfections out of the cylinder.
  11. incandescent

    Cylinder liner honing

    When bores are out of round, slightly out of size, or if the bore surface has left its optimum profile for oil retention as matched to ring type and material. Or any combination of these. Procedures for honing can be found all over the internet or buy a book. Honing procedure varies with...
  12. incandescent

    Best bore-stroke ratio?

    F1 engines have hugely oversquare cylinders with B/S ratios around 2.3. B/S ratio is a lot more important than R/S ratio within a very wide range of combinations - anything that we might run. A main reason F1 engines have such high R/S ratios (around 2.5) is because the as the block heights...
  13. incandescent

    Coefficient of Discharge Numbers?

    you use curtain area
  14. incandescent

    Engine torque plate for boring/honing

    majik, I have heard from a reliable source that hot honing has yielded an average of only 0.5% and a peak of 1% over a standard race level hone. Could you explain a little more on how race companies develop their torque plates? Your description of "most torque plates around are 1/2" to 1"...

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