Yes, I was using a thicker gasket that cleared on mock up. Rockers are only kissing where the baffles are pressed or glued onto the valve covers.Did they hit even with the thicker valve cover gaskets? What made you go to a 1.8 rocker? Did you work out the effect on cam duration and determine it was beneficial?
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Cam cardJust for curiosities sake; What is the Rocker Arm Ratio for the exhaust side?
Here are the valve events for your camshaft:
Do they include the 1.8:1 Intake RR on the intake
Cam: 234 / 252, 0.641 / 0.648 lift, 119 lsa
So with a 1.8:1 Rocker Arm Ratio, that would
put the 'Lobe Lift' at only 0.356". . .
So know continuing to become 'Nosy..lol' what is the
Rocker Arm Ratio for the exhaust side?
Yeah, but you say "interesting..." like there's something I should know!Yes, that data agrees with my post just above, regarding the intake lobe.
***I did not bother to calculate the exhaust lobe lift.
As I said. . . .Interesting. . . .
If your into this type of thing, then check the 'ActualI think yella terra got a bad name from that batch they made sometime in the early 2000s. Of course I ended up with a set of the bad ones lol. I switched to harland sharps.
You wrote:The upside is I discovered a very small oil leak at the rear of the valve covers - so that's fixed. And I like the look.
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I can't tell you. . or I would, so to speak. . .Yeah, but you say "interesting..." like there's something I should know!
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So Jesse,I can't tell you. . or I would, so to speak. . .
Proverbial Phrase coming now. . .
'I would have to kill you'..
Most on this forum should not go this route (JMHO)
***Most on this forum need to deal with someone like
Matt, who have proven designs. This is exactly why I
came down on Mr. Surely so hard about a week ago.
***As I stated; he seems to understand engines.
But what about those who don't, so why attempt to
steer people who only possess limited knowledge,
'Away' from another cam company, who does not?
I will further state; if one does not have Titanium Valves
and a 'Stout' valve train, one should not do this. . . .
If I thought people would invest in such things, I would
have designed a camshaft that would add about 50fwHP
over most others (minimal 25fwHP), which would 'Really'
increase the 'Lobe Area' on the intake opening side of the
lobe. Which is exactly what these engines require.
***I was asked to do this some years back. I considered
it, but decided it would take too much of my time
counseling people on everything, which would be
required to make such a camshaft work.
***Also, the popular valve springs used by most
companies for this platform, won't work! So much of the
engineering I would have had to perform, would have
caused me to make phone calls to spring companies,
who were capable of helping me design the correct
Spring pressures; both over the nose and seat pressures
simply are not good enough with this type of cam.
I would have to have worked out the 'Spring Rates' at
each degree of valve opening. Too much time!
Adding higher value rocker arm ratios, to an incorrectly
chosen lobe, is really not the way to do this.
***Jesse, I am not saying your lobe is incorrect.
Frankly, I don't know and don't want to go there. . . .
Current camshaft designs for this engine
platform don't increase the acceleration
rates of the 'Lash Ramp' nor the 'Lobe Flanks".
Why. . . If not done correctly, much damage will result. . .
The current methods to increase 'Area Under The Curve'
only uses lobe duration.
This causes the LSA / LCA to be widened far too much,
which then moves the ICL, to a far too large a number. . (JMHO)
And for the newcomers to this forum, stay safe and
use already proven designs. I recommend going
to people who build these engines, have build them
for a long time, and also who have proven Dyno
Data, which proves out their ability to both produce
HP, as well as reliability. . .Reliability with these
engines is directly correlated with how to tune
Feeding fuel and air to these engines is not
exactly straight forward. . .
Take care Jesse!
Bruce, I already run ethanol - and I am running out of pump on the high end when full e85. So since I am upgrading the fuel lines for flow, it's easy enough to swap rails to accommodate the Kong lid. With more fuel, I can push more pulley ratio, since I can "handle" it with e85.So Jesse,
Are you moving over to the Kong Lid, and / or E85?
And 'NO', I am not worried about your 'Damn Wheel'. . lol
Please remind me. . .Bruce, I already run ethanol - and I am running out of pump on the high end when full e85. So since I am upgrading the fuel lines for flow, it's easy enough to swap rails to accommodate the Kong lid. With more fuel, I can push more pulley ratio, since I can "handle" it with e85.
I am probably going to get the Kong lid just for shits and giggles after messing with the fuel lines, but Greg acts like the big gain is durability, and potentially some cooling from the dual bricks, but he's really not selling "power" improvements. I might risk one more dyno pull when it's all said and done just to see if it's 4 digits.
I don't blame you for holding them hostage - in my defense I had a track rental scheduled last year before the Commies gave us all Covid. I've even opened up a facebook account specifically to get back on the V groups, to catch the next one... and sell parts.I'm not sending u ur nu muffles till I see a video of ur car making a full pass on a prepped track with the drag radials on. Git r dun.
Bruce,Please remind me. . .
Was the ~835 rwHP made on a quality E85?
If the Kong Lid has more 'Brick Area', then it will
benefit, 'If' you can also push more coolant through
the increased 'Brick Area'. . . .
If you end up pushing more coolant through
the Kong Lid and the IAT's don't come down,
then put a restrictor at the output of the Bricks.
This might benefit you in two ways. . .
1) Stop cavitation
2) Slow down the coolant so it absorbs the heat.
If the ~835 rwHP was made on a quality E85,
what was the 'Peak Torque' and at what RPM?
What was the timing / advance at 'Peak Torque'?
That ought to keep you busy for a day or so. . lol
I look forward to the info. . . .
Take care Jesse!