Ported 317s or stock L92 for 370" forged nitrous /carb build
#41
#42
TECH Fanatic
iTrader: (12)
![Default](https://ls1tech.com/forums/images/icons/icon1.gif)
My setup is above 9.0 dynamic and my cranking compression is between 225-230. Street car running 34*. Pulls from 2000 to 7000 rpms like a bullet train. Cruises at 1700 rpms , even up steep hills without a shutter, with the converter locked.
My setup tends to make me believe dynamic compression right at the edge of pump gas compatibility , builds power across the RPM sweep and eliminates the low RPM dead area that most agree you have to live with on a small cube LS3 headed build.
#43
Old School Heavy
iTrader: (16)
![Default](https://ls1tech.com/forums/images/icons/icon1.gif)
OK, what is the highest DC you would run on pump gas? How much cranking compression would it take to make a rattle machine on pump 93?
My setup is above 9.0 dynamic and my cranking compression is between 225-230. Street car running 34*. Pulls from 2000 to 7000 rpms like a bullet train. Cruises at 1700 rpms , even up steep hills without a shutter, with the converter locked.
My setup tends to make me believe dynamic compression right at the edge of pump gas compatibility , builds power across the RPM sweep and eliminates the low RPM dead area that most agree you have to live with on a small cube LS3 headed build.
My setup is above 9.0 dynamic and my cranking compression is between 225-230. Street car running 34*. Pulls from 2000 to 7000 rpms like a bullet train. Cruises at 1700 rpms , even up steep hills without a shutter, with the converter locked.
My setup tends to make me believe dynamic compression right at the edge of pump gas compatibility , builds power across the RPM sweep and eliminates the low RPM dead area that most agree you have to live with on a small cube LS3 headed build.
Cranking compression is an important figure in assuring a car will start easily, and I would say that is pretty important, but like the dynamic compression formula is just one part of the equation.
When one considers all of the different things that are part of the ideal compression ratio forumula:
static compression
valve timing
combustion chamber efficiency
volumetric efficiency
thermal efficiency
engine load
RPM range
stroke/rod ratio (and subsequent piston speeds)
fuel characteristics etc etc etc.
It just becomes really obvious that the easiest information to use for your average hotrodder is comparative data from similar combinations. However, being familiar with the items above makes it easier to speculate which items in an example combination are the important specifications.
#44
TECH Fanatic
iTrader: (12)
![Default](https://ls1tech.com/forums/images/icons/icon1.gif)
Im sure you know more on the subject than I do, but if the components are picked carefully with an eye towards compatibility , the dynamic compression has to be part of the equation . Its not the live by guide to putting a combination together, but it give a good guide line as to whether an engine will work with a certain fuel octane and for lack of a better phrase , be ready to go (peppy?) down low. A camshaft with a 240 at .050 duration wont have good dynamic compression in an engine with 9 to 1 static and will be dead down low. Take an engine with the same compression and stab a cam with 220 at .050 and it will try to jump out from under you. Taking it further, raise the compression to 12.to 1 and the engine will be very lively with that 240 cam, but be a rattle box with that 220 cam. I was under the impression that dynamic compression was the cause for those examples doing what they do. Those examples leave a lot of the players out of the equation , but you can bet as a whole ,it will be hard to change those engines personalities without changing the dynamic compression.
#45
![Default](https://ls1tech.com/forums/images/icons/icon1.gif)
OK, what is the highest DC you would run on pump gas? How much cranking compression would it take to make a rattle machine on pump 93?
My setup is above 9.0 dynamic and my cranking compression is between 225-230. Street car running 34*. Pulls from 2000 to 7000 rpms like a bullet train. Cruises at 1700 rpms , even up steep hills without a shutter, with the converter locked.
My setup tends to make me believe dynamic compression right at the edge of pump gas compatibility , builds power across the RPM sweep and eliminates the low RPM dead area that most agree you have to live with on a small cube LS3 headed build.
My setup is above 9.0 dynamic and my cranking compression is between 225-230. Street car running 34*. Pulls from 2000 to 7000 rpms like a bullet train. Cruises at 1700 rpms , even up steep hills without a shutter, with the converter locked.
My setup tends to make me believe dynamic compression right at the edge of pump gas compatibility , builds power across the RPM sweep and eliminates the low RPM dead area that most agree you have to live with on a small cube LS3 headed build.
Dynamic is only always a guide, but it is only as accurate as the data entered provided accurate measurements were taken in the build process.
Have seen plenty of motors with smashed up pistons in my time, and when the owner is asked if they noticed any unusual noises from the engine - they report it sounded fine at all times.
But anyway I would suggest it best for any pump gas engine to run under 8.8:1 dynamic at best, there is one big reason why lower comp can and will produce more horsepower, when built right with a good engine combo, when running pump gas.
I've seen it on engine and chassis dyno results first hand when an engine has blown to bits, and then a smarter low comp combination is put together, exceeding previous power levels and rev range in some instances.
I will let someone else speculate why this is the case with pump fuel engine building, let's see who really knows their stuff.
Last edited by VLS1; 03-20-2014 at 04:54 PM.
#46
![Default](https://ls1tech.com/forums/images/icons/icon1.gif)
However dynamic compression is only a ballpark guide to an extent, with varying factors such as LSA, duration and other volumetric efficiency factors to be considered. Such as being able to run a higher static comp with wider LSA for one example.
Some words taken from someone I know well, who reported back on their dirt track engine I helped sort out machining and head work to create more power with less static comp. "This thing is dynamite off the corner now and is already on the limiter by mid straight, water temp stays lower and is more consistent now as well.
Oh and again, this is also a racing class restricted to pump gas only. The car showed good gains on the chassis dyno as well, around 15% average through a usable rev range of 4000 - 7000 and on the track will see up to 7800rpm.
Some words taken from someone I know well, who reported back on their dirt track engine I helped sort out machining and head work to create more power with less static comp. "This thing is dynamite off the corner now and is already on the limiter by mid straight, water temp stays lower and is more consistent now as well.
Oh and again, this is also a racing class restricted to pump gas only. The car showed good gains on the chassis dyno as well, around 15% average through a usable rev range of 4000 - 7000 and on the track will see up to 7800rpm.
Last edited by VLS1; 03-20-2014 at 08:54 PM.
#47
TECH Fanatic
iTrader: (12)
![Default](https://ls1tech.com/forums/images/icons/icon1.gif)
Mine is a factory LS3. Crate engine with nothing but cam, intake and good exhaust. Factory rated at 10.7 static compression. All the engine specs such as rod length, etc are in the specs for a factory LS3. My cam is a custom grind from Bullet Racing. We speced it to give all the usable power we could muster while staying around 16" of vacuum , with an eye towards solid low to mid range TQ, but with the rec port heads, still able to carry up into some respectable upper RPMs.
I cant give you the valve events right now, because they are in my wallet and I don't know where it is, LOL. Must be in my wifes car because the last time I saw it was Feb 26 right before I had my back surgery. Anyway, I will post it all up when I get the wallet back. Till then the numbers are 271-281 at .006, 220-230 at .050, cut on a 108 LSA with 4* of lead ground in. Lift numbers are 629 int and ex. w 1.7 rockers. Im using the Comp 26926 dual springs w tool steel retainers . The engine is very happy at every RPM from Less than 2k up to 7k, where it hits the limiter.
I built my first performance SBC when I was 15yrs old. Im 49 now. In 34 yrs of messing with this stuff, this combos average power beats all Ive seen for a setup that is absolutely street able. I think the ability to build cylinder pressure way down low with this cam is the reason for it. The engine is sitting on go from idle!
I cant give you the valve events right now, because they are in my wallet and I don't know where it is, LOL. Must be in my wifes car because the last time I saw it was Feb 26 right before I had my back surgery. Anyway, I will post it all up when I get the wallet back. Till then the numbers are 271-281 at .006, 220-230 at .050, cut on a 108 LSA with 4* of lead ground in. Lift numbers are 629 int and ex. w 1.7 rockers. Im using the Comp 26926 dual springs w tool steel retainers . The engine is very happy at every RPM from Less than 2k up to 7k, where it hits the limiter.
I built my first performance SBC when I was 15yrs old. Im 49 now. In 34 yrs of messing with this stuff, this combos average power beats all Ive seen for a setup that is absolutely street able. I think the ability to build cylinder pressure way down low with this cam is the reason for it. The engine is sitting on go from idle!
#48
10 Second Club
![Default](https://ls1tech.com/forums/images/icons/icon1.gif)
Even with all this math and speculation on the numbers I can't say any one answer is 100% correct.
Given a set motor and a cam we could adjust on the fly we could then see how a motor reacts to the DCR by advancing and retarding to see what it likes.
By moving the intake/exhaust closing earlier or later in the cycle you can make the motor think it's bigger than it really is due to cylinder pressure.
Kind of like the Honda Vtec ?
Given a set motor and a cam we could adjust on the fly we could then see how a motor reacts to the DCR by advancing and retarding to see what it likes.
By moving the intake/exhaust closing earlier or later in the cycle you can make the motor think it's bigger than it really is due to cylinder pressure.
Kind of like the Honda Vtec ?
Last edited by Doug G; 03-21-2014 at 04:49 PM.
#49
TECH Fanatic
iTrader: (12)
![Default](https://ls1tech.com/forums/images/icons/icon1.gif)
Even with all this math and speculation on the numbers I can't say any one answer is 100% correct.
Given a set motor and a cam we could adjust on the fly we could then see how a motor reacts to the DCR by advancing and retarding to see what it likes.
By moving the intake/exhaust closing earlier or later in the cycle you can make the motor think it's bigger than it really is due to cylinder pressure.
Kind of like the Honda Vtec ?
Given a set motor and a cam we could adjust on the fly we could then see how a motor reacts to the DCR by advancing and retarding to see what it likes.
By moving the intake/exhaust closing earlier or later in the cycle you can make the motor think it's bigger than it really is due to cylinder pressure.
Kind of like the Honda Vtec ?
#50
![Default](https://ls1tech.com/forums/images/icons/icon1.gif)
Mine is a factory LS3. Crate engine with nothing but cam, intake and good exhaust. Factory rated at 10.7 static compression. All the engine specs such as rod length, etc are in the specs for a factory LS3. My cam is a custom grind from Bullet Racing. We speced it to give all the usable power we could muster while staying around 16" of vacuum , with an eye towards solid low to mid range TQ, but with the rec port heads, still able to carry up into some respectable upper RPMs.
I cant give you the valve events right now, because they are in my wallet and I don't know where it is, LOL. Must be in my wifes car because the last time I saw it was Feb 26 right before I had my back surgery. Anyway, I will post it all up when I get the wallet back. Till then the numbers are 271-281 at .006, 220-230 at .050, cut on a 108 LSA with 4* of lead ground in. Lift numbers are 629 int and ex. w 1.7 rockers. Im using the Comp 26926 dual springs w tool steel retainers . The engine is very happy at every RPM from Less than 2k up to 7k, where it hits the limiter.
I built my first performance SBC when I was 15yrs old. Im 49 now. In 34 yrs of messing with this stuff, this combos average power beats all Ive seen for a setup that is absolutely street able. I think the ability to build cylinder pressure way down low with this cam is the reason for it. The engine is sitting on go from idle!
I cant give you the valve events right now, because they are in my wallet and I don't know where it is, LOL. Must be in my wifes car because the last time I saw it was Feb 26 right before I had my back surgery. Anyway, I will post it all up when I get the wallet back. Till then the numbers are 271-281 at .006, 220-230 at .050, cut on a 108 LSA with 4* of lead ground in. Lift numbers are 629 int and ex. w 1.7 rockers. Im using the Comp 26926 dual springs w tool steel retainers . The engine is very happy at every RPM from Less than 2k up to 7k, where it hits the limiter.
I built my first performance SBC when I was 15yrs old. Im 49 now. In 34 yrs of messing with this stuff, this combos average power beats all Ive seen for a setup that is absolutely street able. I think the ability to build cylinder pressure way down low with this cam is the reason for it. The engine is sitting on go from idle!
#51
TECH Fanatic
iTrader: (12)
![Default](https://ls1tech.com/forums/images/icons/icon1.gif)
I know its right at 9.0 according to someone that ran the numbers , knowing the opening/closing points. I know the cranking compression is 225+, by my pressure tester.
What ever it is, it works great. With quiet exhaust and 34* of timing I cant hear any spark knock, but I do dip down a couple degrees from 3800 to 4800 rpms to help with piston speed at max TQ. I will try to remember to get my wallet from mama rabbit tonight when she gets home from her second job and let you run the numbers with all the info.
What ever it is, it works great. With quiet exhaust and 34* of timing I cant hear any spark knock, but I do dip down a couple degrees from 3800 to 4800 rpms to help with piston speed at max TQ. I will try to remember to get my wallet from mama rabbit tonight when she gets home from her second job and let you run the numbers with all the info.
#54
TECH Fanatic
iTrader: (12)
![Default](https://ls1tech.com/forums/images/icons/icon1.gif)
OK, my cam card gives the following info.....
duration at .050....int 220......exh 230
lobe lift.................370................370
sep....108
timing events .050...OP-6...CL-34 / OP-47...CL-3
dur at .006 ..............271.........281
gross lift 1.7 rocker....629.........629
degree int lobe to...........104
It doesn't show the OP and CL points at .006, just at .050
#55
![Default](https://ls1tech.com/forums/images/icons/icon1.gif)
The valve events at .006" are easy to work out from the advertised duration, so with all things being equal your dynamic should still work out to around 8.8:1 which is right up there for pump gas IMO, but that isn't to say that with more cam (and effectively lowering the DCR) that it wouldn't make more power.
#56
TECH Fanatic
iTrader: (12)
![Default](https://ls1tech.com/forums/images/icons/icon1.gif)
The valve events at .006" are easy to work out from the advertised duration, so with all things being equal your dynamic should still work out to around 8.8:1 which is right up there for pump gas IMO, but that isn't to say that with more cam (and effectively lowering the DCR) that it wouldn't make more power.
#57
10 Second Club
![Default](https://ls1tech.com/forums/images/icons/icon1.gif)
If I did my math right and got the right numbers....I get a IVC of 61.5 on yours and with a DCR giving you....Your dynamic compression ratio is 8.64:1.