AJ's Opinion; my super-fun, 360/A-833/3.55 street-combo
The Wallace spits this out with the 9/1, at 1368 ft elevation
Static compression ratio of 9:1.
Effective stroke is 2.86 inches.
Your dynamic compression ratio is 7.39:1 .
Your dynamic cranking pressure is 140.29 PSI.
V/P (Volume to Pressure Index) is 123
This would make an acceptable streeter with a higher-stall and higher gears; but not with the 3.23s nor a 2200stall. It really wants more cylinder pressure, or an earlier closing intake, plus a higher stall like a 2800.
At 10.5 I get
Static compression ratio of 10.5:1.
Effective stroke is 2.86 inches.
Your dynamic compression ratio is 8.59:1 .
Your dynamic cranking pressure is 172.14 PSI.
V/P (Volume to Pressure Index) is 151
This VP is really good, but the pressure is a lot lower than it could be. I think it's a pretty good compromise. With .028 gaskets, yur all set with a tight Q.
In theory, for fuel-economy,
you could retard this cam to in at 110, trade 3 degrees of compression to extraction, get 110* there, and the straight-up install should restore the over-the-nose power that was sacrificed to get bottom end by advancing the cam; so a few extra horsepower up there.
I get
Static compression ratio of 10.5:1.
Effective stroke is 2.79 inches.
Your dynamic compression ratio is 8.40:1 .
Your dynamic cranking pressure is 167.03 PSI.
V/P (Volume to Pressure Index) is 143
This is better than good, coming up to really good, and this combo will burn 87E10 at WOT with full timing. PLUS: you can keep the 3.23s, and Ima thinking I would at least try whatever TC you might have. That alone will save you close to $1000, or a lil over half the cost of the heads.
But that will depend on how much performance you want in second gear, and or whatever gears you already have if not only the 3.23s.
The Wallace spits this out with the 9/1, at 1368 ft elevation
Static compression ratio of 9:1.
Effective stroke is 2.86 inches.
Your dynamic compression ratio is 7.39:1 .
Your dynamic cranking pressure is 140.29 PSI.
V/P (Volume to Pressure Index) is 123
This would make an acceptable streeter with a higher-stall and higher gears; but not with the 3.23s nor a 2200stall. It really wants more cylinder pressure, or an earlier closing intake, plus a higher stall like a 2800.
At 10.5 I get
Static compression ratio of 10.5:1.
Effective stroke is 2.86 inches.
Your dynamic compression ratio is 8.59:1 .
Your dynamic cranking pressure is 172.14 PSI.
V/P (Volume to Pressure Index) is 151
This VP is really good, but the pressure is a lot lower than it could be. I think it's a pretty good compromise. With .028 gaskets, yur all set with a tight Q.
In theory, for fuel-economy,
you could retard this cam to in at 110, trade 3 degrees of compression to extraction, get 110* there, and the straight-up install should restore the over-the-nose power that was sacrificed to get bottom end by advancing the cam; so a few extra horsepower up there.
I get
Static compression ratio of 10.5:1.
Effective stroke is 2.79 inches.
Your dynamic compression ratio is 8.40:1 .
Your dynamic cranking pressure is 167.03 PSI.
V/P (Volume to Pressure Index) is 143
This is better than good, coming up to really good, and this combo will burn 87E10 at WOT with full timing. PLUS: you can keep the 3.23s, and Ima thinking I would at least try whatever TC you might have. That alone will save you close to $1000, or a lil over half the cost of the heads.
But that will depend on how much performance you want in second gear, and or whatever gears you already have if not only the 3.23s.
