350 stock cast short block, quench?
07-08-2004, 02:25 PM
#21
Race Director
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Originally Posted by MotorHead
It just occured to me that one possible reason is I
have never run a vacuum advance can. I think with the vacuum can you can
exceed 50deg advance at low RPMs, maybe that is where the probelm is.
have never run a vacuum advance can. I think with the vacuum can you can
exceed 50deg advance at low RPMs, maybe that is where the probelm is.
Originally Posted by EddieJ82
Moter head whats your secret, those are some extremly high timing #'s for
the compressions you are talking about. I struggle to get mine to run without
detonation at 33 degrees.
Moter head whats your secret, those are some extremly high timing #'s for
the compressions you are talking about. I struggle to get mine to run without
detonation at 33 degrees.
what I'm talking about.
RACE ON!!!
Last edited by CFI-EFI; 07-08-2004 at 02:35 PM.
07-08-2004, 03:16 PM
#22
Drifting
Yes, I'm making excellent power. I'm not worried about the total amount timing I'm running.
I have a pro billet mechanical w/no vacum advance. I would like to have the ramp come in sooner so that it will rev faster on 93. I tried the lightest silver springs on 93 once and it rattled like rocks in a coffee can. On race gas it's fine, but I can't afford $5 a gallon for everyday use. So I've compromised and run 1 light silver and 1 blue spring on the street and I change it back to the 2 silvers at the track, and then I can lean out the carb some too. If I was running a point less compression I could probably set it to run on the street or track the same and not have to do so much switching around. But oh well, I wouldn't want to give up the power that I get from that extra point, I like it!
I have a pro billet mechanical w/no vacum advance. I would like to have the ramp come in sooner so that it will rev faster on 93. I tried the lightest silver springs on 93 once and it rattled like rocks in a coffee can. On race gas it's fine, but I can't afford $5 a gallon for everyday use. So I've compromised and run 1 light silver and 1 blue spring on the street and I change it back to the 2 silvers at the track, and then I can lean out the carb some too. If I was running a point less compression I could probably set it to run on the street or track the same and not have to do so much switching around. But oh well, I wouldn't want to give up the power that I get from that extra point, I like it!
07-11-2004, 05:26 PM
#23
Le Mans Master
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Originally Posted by CFI-EFI
Quote:
I think the piston slap he was referring to was piston to head which is another valid concern with a small distance above the piston.
I imagine that is what he was referring to. But THAT is not "piston slap". The piston hitting the head makes a knock. Trust me on that one. And THAT is the reason for the .035" to .040" minimum piston to head spec. RACE ON!!!
I think the piston slap he was referring to was piston to head which is another valid concern with a small distance above the piston.
I imagine that is what he was referring to. But THAT is not "piston slap". The piston hitting the head makes a knock. Trust me on that one. And THAT is the reason for the .035" to .040" minimum piston to head spec. RACE ON!!!
Yea right, pistons hitting the head can't be called slap. NOT Just more snot? 
If that ain't ?? Like you can find a different definition of piston knock when Google can't? Google posts describe piston knock as the same as piston slap. Get real.
07-11-2004, 07:36 PM
#24
Drifting
Well Google is wrong
Piston slap is when the piston rocks in the bore, Piston knock is detonation or the shock wave that occurs with preignition of the gas in the cylinder.
Two entirely diffrent things.
Piston slap is when the piston rocks in the bore, Piston knock is detonation or the shock wave that occurs with preignition of the gas in the cylinder.
Two entirely diffrent things.
07-11-2004, 08:20 PM
#25
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Originally Posted by cardo0
Yea right, pistons hitting the head can't be called slap. NOT Just more snot? If that ain't ?? Like you can find a different definition of piston knock when Google can't? Google posts describe piston knock as the same as piston slap. Get real.YOU can call it anything you want, but if you want to be understood by the engine aficionado community, you ought to call it by what is universally recognized. You might care to get edjamacted, before you spout off. Are YOU through with that poor horse, yet?
RACE ON!!!
07-17-2004, 02:52 AM
#26
Melting Slicks
Thread Starter
Enjoying yourselves? This is continuing to be an interesting topic. I decided to go ahead with steel gaskets and have no problems so far. I actually started out running Regular 87 which was already in the tank with no detonation I could tell. I'm running midgrade now just to be safe. With 64cc chambers and the gaskets, I went from 8:1 to 9.4:1 static CR.
It runs pretty bad right now, with the untuned qjet, but I'll get her sorted out. Thanks for the advice guys, keep it up
-Chris
It runs pretty bad right now, with the untuned qjet, but I'll get her sorted out. Thanks for the advice guys, keep it up
-Chris
07-17-2004, 08:22 PM
#27
Le Mans Master
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Well thanks for posting results LLD. Let us know if your 1/4 mi times improve too. BTW if I recall that steel shim gasket only reduces chamber volume by about 3cc which I'm guessing is about 0.1-0.2 cr increase. Sounds like you used tigher heads (chambers) too as 76cc chambers were stock in '77 - to get 9.4 cr. Still interesting to follow the performance changes from aftermarket parts. 
cardo0
cardo0
