Here’s what I have found with a normally aspirated small block. Running 10.8:1 compression with a long duration camshaft produces too much cylinder pressure to avoid detonation on pump gas. Retarding the ignition timing reduces detonation and power. To obtain maximum power with the engine combination I use, the total advance requirements are 40 degrees or higher. To run the engine with the timing that high, higher octane fuel was required. I cut grooves in the heads of the same engine. I was then able to run 40 degrees timing on low octane fuel. After trying a few different settings, I found that maximum performance was realized at 38 degrees instead of 40 degrees timing with low octane fuel. The net result more power on lower octane fuel. I see no reason why we couldn’t duplicate this with a blower, turbo or NOS.
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Re:Groove Results
Date: 2005/07/29 10:45
By: somender
Status:
Karma: 4
I have a ‘96′ ford 4.6 liter V8 that I’d like to use for testiong. Its feul injected and has single overhead cams. I’m interested in how this would affect the ammount of nitrous or induction boost that this modification would allow me to get away with, without detonation(the limiting factor in big horsepower production). The annual engine masters challenge(a highly publicised engine build-off) reported that detonation was the number one power limiting factor as well as the number one cause of engine failure in the contest. Even a slight increase( 10-20%) in combustion efficiency should solve most of this and provide a clear shot at victory. Mabye I’m saying too much but I am a serious performance engine builder and racing is where innovation starts in american autmobile tachnology. Any info would be appreciated as this project has already begun.
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Re:Groove Results
Date: 2006/02/10 15:29
By: BDKR
Status:
Karma: 0
I know this is sometime after the fact but have either of you yet done this to a turbocharged engine?
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