With a 231/235 113+2 Dcr= 8.74:1 112lsa= ?
12-06-2009, 11:27 PM
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With a 231/235 113+2 Dcr= 8.74:1 112lsa= ? Ok I'm just curious here Patrick g speced this cam for me and I'm just wondering why he didn't want to spec it on a 112 as oposed to a113? Don't get me wrong I'm going with his 113 because he knows a hell of a lot more than I do about it lol..... I was just trying to figure out his reasoning.. What would that 112 lsa put my dcr up to if everything else was the same? Do you guys think maybe I could use more timing with the tune wIthout detonation which would actually equal more power than a 112?
12-07-2009, 01:55 PM
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Haha! Oh I am! I'm just trying to learn more about compression ratios. I have a few questions I would like to ask simply because I would love to be more knowlegable in this area.
1. What is the best dynamic compression range for best results on 93 octain with a. Good tune with a .032 quench? In other words when does the bennifit of high dcr hit it's peak, then start falling due to the need to use less timing?
2. How does lsa effect the dcr? I know that less lsa = more compression... But how much? And I'm guessing it would also depend on duration of the cam as well.
Thank you and I apologize in advance for thoes of you who think this is a dumb question.... And thanks Patrick I ordered my cam this morning!!
1. What is the best dynamic compression range for best results on 93 octain with a. Good tune with a .032 quench? In other words when does the bennifit of high dcr hit it's peak, then start falling due to the need to use less timing?
2. How does lsa effect the dcr? I know that less lsa = more compression... But how much? And I'm guessing it would also depend on duration of the cam as well.
Thank you and I apologize in advance for thoes of you who think this is a dumb question.... And thanks Patrick I ordered my cam this morning!!
12-07-2009, 02:21 PM
#4
To be quite honest with you, I've never bothered with any of those theories/equations and never had a problem getting power out of a car. Lots of other shops will agree with me here as well. I mainly concern myself with static compression, and then calculate the cam choice I'm going to use based on valve spring choice, valve events, lobe designs, and driveability factor if it's a cam only engine. If heads are involved, then of course I try my best to match a cam up well with the heads being used.
To answer your question about LSA vs. Compression. The lower the LSA/ICL, the more cylinder pressure you'll have. Some believe that's the only way to make a good TQ curve out of an LSX engine. I politely disagree with them.
To answer your question about LSA vs. Compression. The lower the LSA/ICL, the more cylinder pressure you'll have. Some believe that's the only way to make a good TQ curve out of an LSX engine. I politely disagree with them.
