Originally posted by RC
Corse-R: What innovations are you currently working on? You are very upset at this loss of information, aren't we all in the same boat trying to get our greasy hands on some new info to apply to our engines?
Like many people that are upset by this. I make some modifications on my engines, but basically are based on crank intake timing and exhaust timing.
Had my own teories about grinding scoops on sleeves and other internal parts, but seems that should I need to find the answer by myself.
Next paragraphs is my own theory, don't fear about sharing ideas I'm not famous as Dennis but working for myself on modding my own engines (only time that I've broke this rule was for modifying an engine for a buddy, but when asked how it cost and said 0, zero, tout, cero, nada it shocked - don't wan't to do money with this). Probably if Dennis is here and reads an answer about this could help.
Engines are like pumps, they rely on the vacuum and internal pressure created by the reciprocating movement of the piston to push the mixture to the combustion chamber, so if you start doing cuts on the sleeve and other parts, you're enlarging the total capacity of the engine and thus reducing internal pressure on it.
Sharp edges aren't quite good (block and put a barrier on the flow of the internal engine), then only reduce the sharpness of the live edges on intake transfers and on the lower portion of the liner, on my liners you won't find grooves, rails or other complicated millings).
I realized that much of the improvements rely on the intake window of the crank and on the exhaust transfer, figured it, degreed some engines (dennis gave a hint on the RCCA article that mentioned it) 12's, 15's and 21's and tested some timings. My results probably shouldn't be quite spectacular, but are the fruit of my thinking and my own experimenting - some of my engines have more time disassembled and on the degree bench than installed on the cars and spent more than 600US$ since the end of the last season here on cranks and piston/liners, product of some failed and some right experiments.
If I say that I didn't saw Dennis, Smeltz, Rody, JP, M-Speed, Next and other good tuners photos should be a moron and a liar (which I'm proud of not being). Got some ideas seeing their photos but discarded many of them (much of them was with shiny mirror finished parts), tested some and plan to test some on near future. Satin finished parts on my opinion are better than those shiny finished parts
Here on this post there's a photo of a slightly grinded conrod that I plan to test this weekend, conrod weights a little less than a stock, but I'm searching a way to reduce rotating weight.
Have quite ideas, but don't fear sharing with all the other people like (here are some) probably much people don't feel interesting because aren't shiny or doesn't have claw marks:
* Grounding and decking the plug button. Lowers the plug and maintains the compression ratio.
* Polishing the area on the head that touches with the plug button (better heat transfer).
* Polishing up to a shiny finish the exhaust passage of the block. Polished one exhaust manifold up to shiny finish.
My tests don't end here. Tested different pipes and lenghts, different fuels with different oil percentages and I'm getting some noticeable results.
Not an expert, but I'm getting some experience.