Re: Low compression engines

[Dave Krugler <dkrugler@xxxxxxx>]

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Strokermotor, balanced rotating assembly, friction reducing items such as 
optimized wrist pin location, slipper pistons, low friction rings,  roller 
tappets and rockers, good oil windage control, low pressure high volume oil 
system, good spark control, good mixture control, good cooling, sewersized 
exhaust plumbing, careful camshaft selection with optimized overlap.  You 
can find drips and drabs of power in each area and with careful planning get 
all to sing together to produce some pretty impressive power.

To put all that to work you will need good match of rear gear ratio and may 
find some help in a high quality efficient torque converter that has a stall 
speed within about 500 rpm of max torque engine speed.  Horsepower is dandy 
but buckets of torque makes the world go round.

One other item I recently had an object lesson on with my 63 330 max wedge 
car is to carefully experiment with fuels.  spark knock, pre-ignition 
detonation and park diesel are unacceptable running conditions that will 
destroy an expensive engine and I won't run mine that way.  That said, the 
most efficient fuel is the fuel that has just high enough octane to prevent 
detonation or run on engine.  I about went nuts in the last year trying to 
find out what ailed a perfectly healthy cross-ram 426 and it turned out to 
be a combination of too much ignition advance which then required too high 
octane fuel.  The previous owner swore it should run 40degree ignition 
advance all the time.  Then to keep it from spark knocking required high 
octane fuel. He ran the car on the street on 102 octane aviation gas because 
he had a convenient source in OK.   I was running Torco 110 leaded which is 
available at a local filling station in MI at the pump and over time the 
high rpm capability of the engine went south (revved to 6200 clean as a 
whistle and smooth as butter when I first got it, wouldn't rev over 4000rpm 
without breaking up and running out the tailpipes at worst.  I finally set 
the timing back to 34degrees and started adding some premium unleaded and 
guess what- it runs perfect on 93 octane unleaded, no ping, no run on and 
now revs easily and cleanly to 6200, does not over heat or show any other 
signs of sickness.  The higher the octane the higher the flash point 
(prevents ping) but also the slower the combustion after the burn is 
initiated.  The Torco fuel was still burning long after the exhaust valve 
opened.  The 93 octane stuff is high enough octane to prevent compression 
pre-ignition, gets ignited just late enough at 34degree timing to prevent 
spark knock and is fast enough to finish burning before the exhaust valve 
opens.   The mechanical compression ratio of my engine is supposedly 12.5/1. 
 The effective compression ratio is no doubt lower because of the long 
overlap cam, both valves are open at the same time for awhile with this cam. 
That may be part of the answer why I can get away with 93.



> From: Thomas R Hansen <trandco1@xxxxxxxx>
> Reply-To: 1962to1965mopars@xxxxxxxxxx
> To: 1962to1965mopars@xxxxxxxxxx
> Subject: Re: Low compression engines
> Date: Wed, 19 May 2004 18:35:15 -0500
>
> ===========================================================
> Looking for a Promotional or Marketing Gift? Discover
> Crazy Aaron's Thinking Putty in grown up handfuls. It's
> the creativity unleashing, mood enhancing desk toy
> customized with your corporate image!
> caaceBcbV7tWJa/ Crazy Aaron Enterprises
> ===========================================================
>
> >   OK, this will probably open a can of worms, but here goes.
> >      What is the key to making Horsepower with low compression?
> >
>  CUBIC INCHES
>
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Please address private mail -- mail of interest to only one person -- directly to that person.  I.e., send parts/car transactions and negotiations as well as other personal messages only to the intended recipient, not to the Clubhouse public address. This practice will protect your privacy, reduce the total volume of mail and fine tune the content signal to Mopar topic.  Thanks!

'62 to '65 Mopar Clubhouse Discussion Guidelines:
http://www.1962to1965mopar.ornocar.org/mletiq.html. 


b7yoMz.