This calculator: http://www.hotroddersauctions.com/Dynam ... ulator.php

sez with my new cam(Erson 280) and 10.5 CR:


Your corrected Compression Ratio with boost and altitude is 10.20:1.

Your camshaft specifications call for an inlet valve closing of 46 degrees ABDC measured at .050.( same as cam card)

At 5000 RPM your intake valve is considered closed at 60.29 degrees ABDC.

Your chamber volume is 62.13 cc's. With this camshaft and RPM your dynamic, or effective stroke is 3.33 inches. Your dynamic compression ratio is 8.23 :1 corrected for cam timing, rpm, and rod length. Your dynamic cylinder pressure, corrected for cam timing, rpm and rod length is 190.21 PSI. Your dynamic volumetric compression ratio, reflecting static c.r., cam timing, rpm and 90 % VE is 7.41 :1. at 5000 RPM

Your minimum suggested octane is 91

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Yeah....Im the one who destroyed this rare, vintage automobile.....

Your corrected Compression Ratio with boost and altitude is 10.68:1.

Your camshaft specifications call for an inlet valve closing of 53.5 degrees ABDC measured at .050.

At 6500 RPM your intake valve is considered closed at 65.83 degrees ABDC.

Your chamber volume is 59.68 cc's. With this camshaft and RPM your dynamic, or effective stroke is 3.16 inches. Your dynamic compression ratio is 8.18 :1 corrected for cam timing, rpm, and rod length. Your dynamic cylinder pressure, corrected for cam timing, rpm and rod length is 188.66 PSI. Your dynamic volumetric compression ratio, reflecting static c.r., cam timing, rpm and 90 % VE is 7.36 :1. at 6500 RPM

Your minimum suggested octane is 91

:shrug:

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Official Cookie and Mater Tormentor.

Seems pretty close to the Piggy Motor....

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Yeah....Im the one who destroyed this rare, vintage automobile.....

Tore down the Valaint motor over the last couple of days......

I did some checking on chamber volume and deck height. Turns out the machine shop didn t deck my block as much as I had asked......



Static Compression Ratio Calculator

Number Of Cylinders 6

Bore Diameter [in] 3.466
Flat Top Pistons
Stroke Length [in] 4.125
Domed Pistons
Combustion Chamber Volume [cc] 60
Dish/Reliefs/Dome Volume [+/- 1cc]

Head Gasket Comp Thickness [in] .038

Head Gasket Bore Diameter [in] 3.5
Displacement, [cubic inches] 233
Piston To Deck Clearance [in] .016 (was .116 on teardown)
Displacement, [liters] 3.8
Static compression ratio 10.3 (8.6 the way it is now)

This is what I get if I deck the block .100

Currently my CR is 8.6......much lower than I was told....(9.25)....so I shave .100 off the deck and end up at 10.3 static......DCR about 8.0 with the new Erson cam.

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Yeah....Im the one who destroyed this rare, vintage automobile.....

You must have measured wrong. Machine shops always do exactly what they are told.

Good example of why you should always double check, the outside work.
I had a machine shop bore and hone a block. Three cyls had .002 piston clearence, and three were at .007. I had told them I wanted .004.
Plus they put the pistons on the rods backwards. Found it when I noticed the valve reliefs were on the wrong side.

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Charrlie_S
65 Valiant 100 2dr post 170 turbo
66 Valiant Signet 170 nitrous
64 Valiant Signet
64 Valiant 4dr 170
64 Valiant 4dr 225

I hand ground some valve reliefs in my pistons for the new V motor. Realized when putting them in that I did all the pistons the same. Nuts. Had to pull one back out and grind more on the 3 back cyl pistons...

Bummer about the machining. 8.6:1 can still make some power, but milling either head or block might be prudent if you're really getting serious, Mr. Woodchopper...

Lou

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Home of Slant6-powered fun machines since 1988

With the Comp 264 and 8.6 and a Super 6 setup it made very good power. If plug and valve colour mean anything it was one of the best burning motors I ever had. Too bad it ate OPD gears.

The way the car is utilized is being changed.....no more daily commutes.

The new build will focus on power and inter continental cruising.

Ideally a 24 hour trip to Vegas in March and 15 second ETs are the goal.

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Yeah....Im the one who destroyed this rare, vintage automobile.....

OK, to safely do 15s, you should probably go for 10:1 as you say.

Lou

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Home of Slant6-powered fun machines since 1988

Have you sold the movie rights yet?

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"When you find a big kettle of crazy, it's best not to stir it." - Pointy-haired Boss

1964 Valiant V200, 225/Pushbutton 904
BBD, CAI, HEI, LBP, AC, AM/FM/USB, EIEIO

have I sold the movie rights....?

Actually I picked up the rights ....I am producing and directing my own movie. There doesn t seem to be an editor...

Think Im kidding?,,,,,,you should have seen the scene where I dump a tipi with a loon painted on it right on top of Mike Jeffries tow rig,,,,,frikken spectacular!

Ask Dennis about the scene where he and I pitch tipis with 400lb braless lesbians in Pennsylvania....touching...with a hint of horror.

Come to Vegas....see the show

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Yeah....Im the one who destroyed this rare, vintage automobile.....

I took the crank to the machine shop. (they were inpressed by the way I had it bagged)

We spoke about doing the work I asked for instead of what they thought(Chevy). The crank being scuffed again; helped by my ernest , polite appeal seemed to have some effect.

They seemed interested in turning the road bearings down 60 and reradiusing. I asked them to figure how much the bad journal needs to be done.\

Rock Auto has Sealed Power bearings up to 40 thou in singles $8 and unplated 60 thou sets for under $50....

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Yeah....Im the one who destroyed this rare, vintage automobile.....

I am satisfied enough with the head and manifolding . A quick cleanup and the Super 6 setup (BBD) was put aside. If push came to shove I can just rock my previous rig. A basic hope would be the cam/ compression change can be supported by my old tune+91 octane.

I bought an Offy manifold from Reid . It came without a carb adapter.

I built a new adapter out of 3/16 aluminum to mount a Rochester 220 throttle body. I hogged out the manifold to a basic plenum with the bores mounted fore and aft....90degrees to the super six manifold. I can divide the plenum easily. Each bore on the throttle body is as big as a BBS. The spread on the TB bores is much larger than on any 2 barrel carbs. This means all manifold runners are closer to equal length. Think of an Offy 2 carb manifold as a comparison ....but way easier to balance.

I looked at... and may consider using the stock 65 throttle rod linkage with the TB. Hooking up my 69 style cable linkage would be simple.

I have several modified 220s in use including a bored version. Ill likely just use a stock one to begin with.

I have a ton of sensors , fuel lines , harnesses etc for a GM TBI setup....and have played ALDL logging with 747 ECUs. I ran a 270advdur cam with Vortec heads in my 73 Sub.....so Im confident I can make the thing run.

Megasquirt II, lean Burn dist, 7 pin HEI , HEI coil, Rochester 220

I wont even think about an larger TB (like the one on my work truck) till its in the 15s

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Yeah....Im the one who destroyed this rare, vintage automobile.....

The crank is ready....cleaned up at 20...they have the bearings.

Time to get the block off to them to deck. 100 thou will be the call. (this stuff just freeks the chevy guys)

My son and wife are telling me to make LV happen.

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Yeah....Im the one who destroyed this rare, vintage automobile.....

Heres the easy part of my EFI project .....
click to view full-version

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Yeah....Im the one who destroyed this rare, vintage automobile.....

The head will be done tomorrow......if my snowboarding wife picks it up tomorrow it will save me a 5 hour return trip to get it. They are milling it .100.

I ordered a new clutch disc from Ebay. McCleod 9 1/8 for a turbo T bird or Taurus SHO...Im getting the street/strip version with Kevlar blah blah blah. Ebay 110186610942

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Yeah....Im the one who destroyed this rare, vintage automobile.....