eaglegoat

Technology has fundamentally changed the way it works. The huge proliferation of UEGO, knock, MAF, MAP, temperature, etc, sensors allows for better monitoring of the engine environment. The faster ECM's in the vehicles, making thousands of calculations a second make for increased control capability of the engine environment. The advent of tuning software combines these sensors and computing power to enable a game changing ability to thoroughly and consistently model the same engine operating environment, making for much more precise and powerful combustion. Those that know what they are doing are better able to harness efficiency to achieve their power goals. The capability of the engine was always there, but we now have the technology to sneak up on the ragged edge and stay balanced on that cliff. The days of sitting in the driveway, or going to the track and tuning by sound/and feel are all but gone. We now live in a world of quantifiable data using equipment that not long ago was considered laboratory grade. I'd say that is a fundamental shift on the way things are done.

The engine itself, while still based on older technology, has benefited from millions of hours of computation fluid dynamics simulation. The shift towards extreme high pressure direct injection allows things previously not possible due to the physical environment inside an engine.

oscs

iTrader: (19)

First off I am not talking about the difference between a Model T and a 2015 Lamborghini. When i said Technology hasn't changed what happens inside of a combustion chamber I'm referring to the differences in recent year LS motors.. I figured that was obvious but I guess i should have been more clear in my previous statement. With that in mind you pointing out obvious engine monitoring advancements are all but irrelevant for this discussion.

With EGT/back pressure gauges etc. You can absolutely monitor combustion chamber parameters better and push the envelope on a high compression motor but most people don't and end up crossing their fingers. So back to my original statement, Guys boost High Compression motors all the time. The ones that know what they are doing survive. When running High compression and boost proceed with caution.

OP sorry for the rant!

Forcefed86

iTrader: (4)

Fuel system is more than adequate. 4303 pump 160lb injectors. Logged pressure and AFR looked great when it let go… Backpressure was up in the 2.3:1 zone. Isky trip. 12 cam (1.5* advanced from card). Cranking compression was higher than most around 200psi. The little 5.3 was VERY snappy NA.

IMO You can’t make blanket statements about timing/compression, way too many factors. I’ve run as low as 8.6:1 on LS motors and never missed the added base SCR. I Could still make 26+lbs on the TB, still manage the same 60’ times and quarter times as the higher SCR motors. Just takes more boost which is easier on the motor than added SCR.

eaglegoat

I'm talk from 1997 until now.

What's happening inside a combustion chamber hasn't changed ever. It's our ability to monitor and control it that has.

oscs

iTrader: (19)

I agree hole heartily. I think our dates are off, I'm specifically speaking about recent years (last 3-4) Again i should have been more clear initially.

dmaxvaz

iTrader: (1)

Ask TJ what he thinks about 10-10.5 compression, He is the best there is when it comes to tuning e85 power.