Hmmmm. For those 1/4 mile folks that run best with 38*+ Total Adv; Aside from declaring the Head Combustion chambers as grossly inferior, i wonder if trials on carb emulsion changes, ( atomization changes ) would bring the Total ADV down, perhaps to 27*.
Afterall, the lower Total ADV combined with optimal power assures least compression loss ( - HP), perhaps even least Octane requirement, oh and least Starter motor stress.
Low Octane "kernel" taking less time to "burn to pressure" whereas High Octane "kernal" takes longer to "burn to peak pressure" will also factor in to the Total ADV under load, needed for optimal ET.
All that fuel chemistry considered to get with Ping-Free power for a set Total ADV and Compression also begets getting the CYL pressure aligned/optimal over the Stroke's "Torque-arm efficiency" range.
Reminds me that the 4.21" Stroke has the earliest TQ-Arm eff crank angle, compared with 4.00", 3.75", and lesser Strokes. Should provide cause to have least Total ADV for big Strokes.
In conclusion, there ought be a Sticky chart made from compiling the MOTOR's manuals for optimal Initial and Total ADV vs Stroke and Compression (all Iron Head Data), along with notable modern (Aluminum) head Initial and Total ADV included for these Stroke and Compression spreads. THAT would be a great aid, and revealing.
Coffee was good this AM.
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12.24/111.6MPH/1.76 60'/28"/3.54:1/SP-TH400/469 R96A/236-244-112LC/1050&TorkerI//3850Lbs//15MPG/89oct
Sold 2003: 12.00/112MPH/1.61 60'/26"x3.31:1/10"/469 #48/245-255-110LSA/Q-Jet-Torker/3650Lbs//18MPG 94oct
Sold 1994: 11.00/123MPH/1.50 60'/29.5"x4.10:1/10"/469 #48/245-255-110LSA/Dual600s-Wenzler/3250Lbs//94oct
Last edited by Half-Inch Stud; 03-08-2023 at 09:57 AM.
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