Valve to piston clearance?
This is good info!!
So getting the piston closer to the head would reduce the risk of detonation?? You lost me there. I'm sorry I dont know much about quench and detonation yet. I'm just shooting for a 9:5 scr and the combo above is how I got there.
You are correct about the 167s and as much as I'd love to go that route they are out of my price range.
So is race gas mixed in every tank, then.
And if you have to choke the timing she will become a dog.
The 167s have a compression distance of 1.810. Any other flat-top with at least that much, to perhaps 1.930 would be good.
Again, if it was mine, I would try very hard to keep the Q out of the .050 to .080 zone. And try very hard to get it into the .035 to .045 zone.
Just so you know, I adjusted my 367 to .039Q, and with a Hughes 270/276/110/53overlap cam (223/
[email protected]) and a final drive ratio of 1.97, she returned 32mpg,point-to-point, traveling at speeds between 65 and 85; for 600 miles.
At 9.5 Scr you will be pushing 160psi at sealevel. IMO, you can't afford to push your luck with Q in that zone.
Quench doesn't care how you get it. It can be zero-deck and .039 gasket or pistons down .011 and .028 gasket.
Once the final compression ratio is known, you may have to re-adjust the cam's Ica to reduce the cylinder pressure to run on pumpgas. You may have to run the next bigger size cam, or a cam with slower ramps, re-time the 262, get the same cam on a 108Lsa, or shave the pistons a bit on the sparkplug side.
Or you can bolt it all together with the pistons down .030 and run a superfat gasket .050, or thicker. That will solve your Q, while simultaneously dropping your Scr.......to about 9.2 and cylinder pressure falling to 154psi. Now you are out of the danger zone......... But it kindof defeats the purpose of those heads,lol
