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Alan Roehrich · Yesterday, 05:25 PM

Traditional class cars get fast by the gain of hundredths of a second now. For any combination already run by anyone who can go reasonably fast, all of the tenths have long since been found. Especially when it comes to truly legal cars.

Until the engine reaches the speed at which the limitations come into play, every little bit of bore and stroke helps, creating displacement and compression. Yes, at a certain RPM, the gains reach the point of diminishing returns. Part of it depends upon how much pumping losses begin to eat power, or at least prevent it from being produced. Yeah, a couple of mine in Stock well exceed the 1.5" of vacuum, I've seen as much as 2.2". The question is, how do you make sure that the cfm moved there doesn't get out the exhaust before it is used to create power?

Yesterday, 05:25 PM	#13
Alan Roehrich Veteran Member Join Date: May 2006 Location: Murfreesboro TN Posts: 5,144 Likes: 1,623 Liked 1,952 Times in 439 Posts	Re: Indexing a crankshaft Traditional class cars get fast by the gain of hundredths of a second now. For any combination already run by anyone who can go reasonably fast, all of the tenths have long since been found. Especially when it comes to truly legal cars. Until the engine reaches the speed at which the limitations come into play, every little bit of bore and stroke helps, creating displacement and compression. Yes, at a certain RPM, the gains reach the point of diminishing returns. Part of it depends upon how much pumping losses begin to eat power, or at least prevent it from being produced. Yeah, a couple of mine in Stock well exceed the 1.5" of vacuum, I've seen as much as 2.2". The question is, how do you make sure that the cfm moved there doesn't get out the exhaust before it is used to create power? __________________ Alan Roehrich 212A G/S