Max Dynamic Compression Ratio on 91 pump gas
#41
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He means the theoretic or calculated cranking pressure. You will never see that in practice due to leakage and a plethera of other uncontrolable variables. He using it as a design parameter and yardstick to correlate one engine to another. Seems straight forward to me.
#42
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The idea then of running A/F in the 12.1 range then is to reduce the "possibility" of lean rather than use raw fuel as a coolant. ideally the A/F would be in the 14.1 range with SC or N/A engine. If I'm running 1350 EGT @ 12.1 A/F how much cooling is the fuel doing ?. The static compression & running compression has more to do with detonation but at some point is also affected by A/F especially in a lean condition. A lean engine is more likely to detonate due to higher cylinder temps, true ?
I'll bump the timing up from 30 to 32 degrees and see if the EGT comes down
I'll bump the timing up from 30 to 32 degrees and see if the EGT comes down
#44
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He means the theoretic or calculated cranking pressure. You will never see that in practice due to leakage and a plethera of other uncontrolable variables. He using it as a design parameter and yardstick to correlate one engine to another. Seems straight forward to me.
#45
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The idea then of running A/F in the 12.1 range then is to reduce the "possibility" of lean rather than use raw fuel as a coolant. ideally the A/F would be in the 14.1 range with SC or N/A engine. If I'm running 1350 EGT @ 12.1 A/F how much cooling is the fuel doing ?. The static compression & running compression has more to do with detonation but at some point is also affected by A/F especially in a lean condition. A lean engine is more likely to detonate due to higher cylinder temps, true ?
I'll bump the timing up from 30 to 32 degrees and see if the EGT comes down
I'll bump the timing up from 30 to 32 degrees and see if the EGT comes down
#46
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In the first post I stated that as long as I am UNDER 190 psi, I'm Ok with a GOOD TUNE. In the second post I said that 190 psi is the MAX number.Max means up to but not over.
As Thunder mentioned, there are to many variables.....battery condition, type and strength of starter, battery cables, cylinder leakage, etc.
I calculate every engine mathematically if I think it will be close. I then come back and manually check it with a gauge. I'm sure a different comp. gauge may give a different reading. If I come up with say 185 psi mathimatically, I will only show about 165 or so on a gauge.
So far it's worked out pretty good for me.
Eddie
As Thunder mentioned, there are to many variables.....battery condition, type and strength of starter, battery cables, cylinder leakage, etc.
I calculate every engine mathematically if I think it will be close. I then come back and manually check it with a gauge. I'm sure a different comp. gauge may give a different reading. If I come up with say 185 psi mathimatically, I will only show about 165 or so on a gauge.
So far it's worked out pretty good for me.
Eddie
#47
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My theoretical calculates out to 175 pounds cranking and I run 6 pounds boost with good results. I don't get anywhere near 175 pounds on my compression tester. Taking this one data point and applying the fact I have run hyper pistons with this 175lb theoretical cranking pressure leads me to believe it is safe and could probably go higher with the right tune. So what eddie suggests with 190 being the breaking point rings true in my mind.
Last edited by blue thunder; 11-18-2011 at 02:22 PM.
#48
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Thanks Thunder. I'm glad you understand. However, you're running with Hyper-u-crackit pistons????
You're braver than me
But, there's no arguing (at least, for most) with success. If it works for ya, stay at it.
Eddie
You're braver than me
But, there's no arguing (at least, for most) with success. If it works for ya, stay at it.
Eddie
#49
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My theoretical calculates out to 175 pounds cranking and I run 6 pounds boost with good results. I don't get anywhere near 175 pounds on my compression tester. Taking this one data point and applying the fact I have run hyper pistons with this 175lb theoretical cranking pressure leads me to believe it is safe and could probably go higher with the right tune. So what eddie suggests with 190 being the breaking point rings true in my mind.
In my opinion, what would be valuable information in this thread is: Static comp, Boost level, Octane, Cranking psi.
#50
Geronimo36
Gold Member
Agreed, thanks for sharing!
Mine is;
"Your engine summary is as follows: Bore 4.53 inches, stroke 4.5 inches, rod c-c length 6.7 inches, with a static compression ratio of 8.3 :1. Your camshaft specifications call for an inlet valve closing of 54 degrees ABDC (after bottom dead center).
Your chamber volume is 162.81 cc's. With this camshaft your dynamic, or effective stroke is 3.82 inches. Your dynamic compression ratio is 7.20 :1 corrected for cam timing, altitude, and rod length. Your dynamic cranking pressure, corrected for cam timing, rod length and altitude is 138.55 PSI. Your dynamic boost compression ratio, reflecting static c.r., cam timing, altitude, and 7 PSI is 10.63 :1."
To add, I see my cranking pressures usually pretty darn close, within say 5-7% give or take.
Mine is;
"Your engine summary is as follows: Bore 4.53 inches, stroke 4.5 inches, rod c-c length 6.7 inches, with a static compression ratio of 8.3 :1. Your camshaft specifications call for an inlet valve closing of 54 degrees ABDC (after bottom dead center).
Your chamber volume is 162.81 cc's. With this camshaft your dynamic, or effective stroke is 3.82 inches. Your dynamic compression ratio is 7.20 :1 corrected for cam timing, altitude, and rod length. Your dynamic cranking pressure, corrected for cam timing, rod length and altitude is 138.55 PSI. Your dynamic boost compression ratio, reflecting static c.r., cam timing, altitude, and 7 PSI is 10.63 :1."
To add, I see my cranking pressures usually pretty darn close, within say 5-7% give or take.
Last edited by Panther; 11-18-2011 at 03:44 PM.