3t/2t-gze to suit LPG

[jeffro ra28]

yeah, programs available to the public are O.K. Horsepower estimates are usually close when data is correct.

still, DCR is a constant variable

[Grega]

engine analyser pro FTW

FWIW i run 12psi boost thru a raptor centrifugal supercharger on 8.5 static comp and have done for a couple of years now with no issues. i run PULP only though. my engine is not what i'd call prepared for forced induction (shit holden v6) and has lasted fine. the key to my success is a really good tune.

[Radar]

Grega - Even though its a bog stockie, how much power do you run? The gear drive timing set on the front of the motor helps deal with the torque? Yea my dads one of thoes guys that just seems to know his stuff, we have the orig motor currently running really nicely he tunes mostly by ear and a carbons emission's thing so we'll see =]

Side note... BOSTON LEGAL FTW

[jeffro ra28]

who has gear drive timing setup? lol

[abently]

Radar, I already said boost pressure means nothing....... we need to know what kind of HP you want at the Flywheel. Then we can give you a good guesstimate on what static CR to go with.

Remember you will twist the chassis at a certain power level and wheelspin does not = going faster........

Are you going to run the original wheels ? If so what size are they ? 245 wide Toyo Proxes RA1s can hold 300kw atw (rwd) ~ 600Hp at the Flywheel.

You can sensibly work out backwards given all the variables of chassis/grip and drive train how much power to aim for and then what Engine CR (and possibly DCR) to setup.

As jeffro has mentioned, Cylinder head VE. This is the biggest single underlying factor in what DCR you can actually run. The higher its efficiency, the lower DCR people consistently have to run.

[Radar]

Jeffro ra28 - the gear timing set I'm talking about is on Grega's holden v6? red, blue, and black motors came out with gear timing set (I'm pretty sure)

Abently - I guess I don't know what kind of power I'm building for Street/Strip is about the best I could give you as an answer. Ideally I need to understand engines allot more. i.e. cam lift, duration, cylinder volume, piston travel, deck height, valve sizes. The whole shooting match.
Once I can understand that, I'll grasp what your trying to tell me better.
As for tyers 13" 195's front and 13" 235's rears But this is dependent on if we find 13" 235" cheviot centerline aluminum rims for the rear, with some good yoki rubber

[Grega]

173rwkw. timing gear/chain holding up fine (not actually noisy like most v6's)

[jeffro ra28]

Radar, old red, blu,e black, holden straight 6's had timing gear setups and they made 3 parts of fuck all power dude. Its basically got scratch to do with how much torque or horsepower an engine will handle.

Heck, think about how many 355 holden v8's and 350 chevs are out there pumping out big numbers with a chain and sprocket and running triple the load on the chain. (twice as many cylinders and pushrods and lifters to compansate)
The jesel belt drive and wesmar shaver gear drives are about the only upgrade anyone is using on this stuff.

There is however a geardrive setup available for the lower timing of the 2tg. However i hardly doubt it claims much of a horsepower gain. If it does, its probably fuck all aswell.

[Radar]

Jeff - I don't think it would help produce more power, I just thought it would be a stronger option rather than chain or belt. The reason I commented on the holden v6 timing gear setup is on BRD racing's website they had a gear drive setup to suit the 2TG lower half of the timing. and the last thing you want is chain or belt slip on an expensive motor. I have a friend who does custom machine work he can make cogs to guns if he knows the right measurements, If anyone has had an awesome idea for the 2TG that requires some one to build it, tell me and I'll get my friend to make it plus another for the inventor


Off on a side note - do any of you boy and girls know how to mount the HeadUnit in a ta22 celica?

[jeffro ra28]

just had a look at BRD website.....
I like this one "4.850" 5.200" 5.300" 5.375" Lengths Available. The Secret To Unleash Mega Power in Your 2TC and 3TC Motor is to Use a Long Rod with Custom Pistons."

[Radar]

See theres another thing I still haven't been able to understand, rod length and piston height.

Any and all information would be awesome so I can understand this plus the other main concepts in building a performance engine.

[abently]

That's the point.... you will gain f@#kall power from long rods........ but you will gain power from the lighter pistons and better ring designs. BUT this is only really applicable to N/A motors not Forced Induction Engines, so again it becomes a mute point.

[jeffro ra28]

extra rod length gaining horsepower is controversial.
Conventional racing engine theory states that long rod engines have siginificantly different torque and horsepower profiles then do short rod engines. The statement is often made that with a longer rod the pistons linger at TDC for longer resulting in an affect to the breathing of an engine. Recent research shows this is largely untrue.

The following is a recent result from some research based on this topic.
At 10 degrees ATDC (around the time when the most pressure is present in the cylinder on a power stroke), the difference in piston location between the longest rodded sample (6.535") and shortest sample (6.135") rod engine is only .0004"(yes, less then half of a thousanths of an inch).
At 45 degrees of crank rotation the difference is only .01"(.25mm)

[Radar]

At 10 degrees ATDC (around the time when the most pressure is present in the cylinder on a power stroke), the difference in piston location between the longest rodded sample (6.535") and shortest sample (6.135") rod engine is only .0004"(yes, less then half of a thousanths of an inch).
At 45 degrees of crank rotation the difference is only .01"(.25mm)

I don't follow? Can you please explain in a little more detail if possible man?