KiD-ViD

I can do it.... stinkyjeff@thexpresidents.com

here in california discharging a paintball marker in town has the same legal consequences as any other firearm. so if you were to bust them they would go to jail for quite some time. well thats how the laws are here in CA anyway. I have friends who have been busted for playing paintball in fields that are inside city limits.

http://forums.vwvortex.com/zerothread?id=848531&page=1

technically its weight/power ratio. heh just thought I should add that. a weight to power ratio of 15 will get you about 15sec 1/4 mile flat. a w/p of 10 will be somwhere around 13. a w/p of 5 will get you somewhere in the 11s.

a buddy of mine gave me the idea of figuring average hp and tq rather than just looking at the peak numbers and eyeballing the tq curve. I was messing around with dyno2k and he suggested that I average all the numbers. I found this to be a decent way to decide on which cam profile was better. I think it all depends on preference as well. I learned to drive in my integra and have been driving it since. I have grown very acustomed to the 8100rpm redline and the near lack of power below 4k. I have also driven some more tourqy cars and I really like the feel. so for my datsun I am planning to go for somthing in the middle. I think peak power around 6500 with a 7k shift point would be real nice. What one car lacks in low end tq it can make up with high end hp and vise versa. I think it differs from case to case. Anyway I think it would be nice if this topic was moved to high tech forum or misc tech forum. I think alot more people will see it that way and we will see alot more diverse opinions. most people here in the chevy board are low end tq biased so lets see what the L6 guys have to say.

ya tell me about it...I was on the sbc bandwagon when I first got into Zs then I got into going all original and now I am really leaning towards a turbo setup. I better just hurry up and do somthing and get stuck with it so I will be forced to make up my mind haha.

the motor would be a carbed l28...and probally stroked to 3.1. and thanks tim for the clarification.

I understand all the variables but I was originally pretty much just wondering about volumectric pressure. I am pretty sure I get it now though. thanks you guys for the help. I will seek pro advise when it comes time but for now I am just trying to see what I can learn.

the program I have has inputs for head gasket bore and thickness so it has that part covered. also I am going to be using stock pistons because this will be an N/A motor and so what if shit breaks just go to the junk yard and pick up another block for $150. so that rules out the pit height as well. (the Lengine program has the deck height for all the possible setups.) im not sure I understand this. I am under the impression that this figure would depend on the bore size of the combustion chamber. I wouldent think there would be a fixed number for all heads. also what is the difference between the alum head and the iron head. I see size as being size and I cant figure out how the material would matter. I have a feeling you were waiting for me to ask this though so please inlighten me if you can.

right I was planning on doing all the measuring and get accurate reading and such when I do a rebuild and some head work...right now I am just trying to get some rough numbers to keep me satisfied till I get some more money together. putting over a grand a month in the bank now though so shouldent be too long.

so do you guys think it will be worth the money and effort to do the 3.1 stroker on an n/a car or will 2.8 be just dandy?

cam being the brain of an engine I decided on a cam first. I picked one that would suit my needs best considering rpm range and streetablity etc...now I am looking for how much I should mil the head to achive the ideal compression ratio and/or pressure.

I guess I will shoot for 8.0 DCR just to be safe. ok here is the link to the site that explains volumectric pressure. it is about half way down. im pretty sure I am doing the math right but it doesent seem to be right in comparison to the samples the guy gives at the bottom of the article. http://victorylibrary.com/mopar/cam-tech-c.htm

yeah I have read that page extensivly...thats how I know what I know about DCR. I wasent really asking how DCR works I was asking what the max DCR I could run on 91 octane gas was and if volumectric pressure has any affect on this "magic number"

a friend of mine's dad has a ducati...(grrr I cant remember the model number now...) anway supposedly it is straight from italy and very few were made and it is some racing edition that does 0-60 in 1.8 seconds...that must be scary.

you could always just replace the whole body. why bother trying to get all that crap off when you can just go down to pick 'n' pull and get most of the body there. even better....do the whole body in fiberglass! now that would be wicked.

yes I saw that page a while ago...that is where I got the dcr calculator. I tried figuring out my V/P and I got ~145 and that doesent seem right cause the other motors done on the site got 250+ but then again thoes are v8s. if anyone has any ideas on figuring out what comp ratio to run I am all ears.

I love the way you kept to the original gtr styling. the front fascia is execellent. looks very gtr. the headlights might be a tad bigger but other than that it is execellent. maybe the GT-R badge where that vent/side marker were originally in front of the door. the widebodyness of the rear looks pretty nice too. definatly send that into nissan. I hope they are open to suggestion because their version just has no taste or originallity.

ok here goes...I live in CA and the best pump octane we can get here is 91. I have heard 8.5:1 is the most dcr one can run on pump gas safly..and even then its borderline. is this like a hard number..no matter what type of engine or other characteristics an engine has 8.5 will always be the magic number? I ask this because I think I remember reading somewhere that volumectric pressure has to do with it too. if so what type of v/p numbers can you run on pump gas? and is there a program out there that will help me calculate an engines v/p like the dcr program does. that dcr calculator is a great help. thanks alot guys.

wow thanks that is just what I needed. speculation gives me somthing to think about while I save my money...it also keeps me from spending the money on video games and whatnot heh. thanks again guys ps. till looking for the peak power of a stock L24...if anyone just happened to dyno theirs while it was stock that would be awesome.

I dont think its 248.....because 270/280 adv duration is 232/240 @ .050

I just tried it on desktop dyno and im still lost...I think it is good for roughly estimating power and power changes with different parts ('specially v8s) but it just doesent do small motors well. if I set the duration at 210 @ .050 it still comes up with peak power at 7500...that just doesent seem right. I will try to find a formula somewhere or somthing else to compare it to if an l24 makes 130 @ 6000 with 248 duration then with ~270 it would make peak power at ~7000...but that isnt the case in desktop dyno

oh ya I forgot they are going to do it at advertised and not at .050. also, I was planning to shift at 7500 or 7000 so I wanted peak at 7k or 6500. I will prolly go with the latter of the two. as for the bottom end I was planning on completely rebuilding it and lightening, balancing, and peening the internals. besides whats the worst that could happen? shattered crank? rod through the wall? just go to the junk yard and pick up another for $60 thanks for the insight. I will try it again on desktop dyno when I get home from work. still looking for that magic formula though.

yes this is a question about an L6 but I think there are alot of people here who know quite abit about engine formulas and whatnot.(*cough* grumpy *cough*) anway...I am looking for a formula that would be able to tell me about where peak power would be depending on duration. I plug the msa cams into desktop dyno and they come out about 8k peak power and it just doesent seem right to me for a cam with 270/280 duration on the L6. I would like power to peak at either 6500 or 7000 on this engine. thanks alot guys.

thats my plan. I am reading alot and studing engine formulas and such so I can build a perfectly balanced and blueprinted engine. my goal is 250hp @ 7000 rpm. or maybe even 6500...im not positive yet as I havent gotten accurate numbers so I can decide on a duration that will put me in the correct range. I have been reading alot about port cfm, volumetric pressure, dynamic compression, and how to design headers for an application. it should turn out to be a worth while project