Ported Edelbrock versus W2 out of the box !

Small Block Mopar Engine

  1. PRH

    PRH Well-Known Member

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    Aluminum is a better thermal conductor than iron, so the “quench” portion of the quench/squish process is just more effective since more heat is pulled from the chamber into the cooling system.

    In most racing situations, the lighter weight of the aluminum is just another added bonus.

    I added another link in that earlier post that discusses the differences in quench/squish.
     
  2. Duane

    Duane Well-Known Member

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    Thanks I missed that second link. That was a much better explanation.
     
  3. PRH

    PRH Well-Known Member

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    For street stuff in particular...... quench is your friend.
     
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    • rumblefish360

      rumblefish360 So close, yet so far away FABO Gold Member

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      LMAO! Yuip, I knew who I was talking to. I'll echo the above, glad your here. I hope you stay.

      OOOO, good read. Very good!

      No doubt no doubt! Run it every time! This is how I can get away with what I did.
       
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      • Duane

        Duane Well-Known Member

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        Thanks for the edumacation lol
         
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        • 1Badcolt

          1Badcolt Well-Known Member

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          Thank you Im kinda building a bastard motor # because of weight per cubic inch rules within my gasser group and wanted a small block of course so thats why Im doing this unusual build
          90 over ( 4") bore 1968 318 block
          NOS ( Bob Glidden ) 3.20 stroke crank
          6.200 small journal rods
          12.1 compression with Professionally ported rpm 340 heads
          Tunnel ram 2-4 set up
          It should be a nice motor with plenty of power for my Henry J with a Jerico.
           
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          • Duane

            Duane Well-Known Member

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            So just to add to this, I was reading David Vizards how to build horsepower, and it explains that the benefit of a flat top piston is the rapid ignition of the flame front. For absolute best torque and horsepower (assuming good fuel) compression is still good, but not with a high dome piston that has edges at the top of the dome.
            Apparently this high dome blocks the spread of the flame front and costs horsepower.
            So barring octane requirements, a high compression motor (over 12:1) with a flat piston dome give best performance.
            What I was saying before, is that achieving that ideal is easier to do on a stroker build because of increased swept volume(longer stroke).
            Part of that ideal would be not to big of a combustion chamber as well. Interesting stuff.
            He also said that a fuel mixture inside the quench/squish area cannot ignite until the piston is .100 away from the head. That explains why the ideal quench distance is .040- .060 depending on rod material.
            and it's resistance to detonation on lower octane fuel.
             
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            • Wyrmrider

              Wyrmrider FABO Gold Member FABO Gold Member

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              I helped design and dyno the KB quench dome pistons
              much easier than welding up the chambers :)
              Quench- two parts
              two cold surfaces
              not enough space left for enough molecules to support combustion
              push chamber closer to plug
              SQUISH
              turbulence and tumble and swirl
              but you can have too much- blow out the fire
              you can have less with high octane fuel or alky
              goal is to get chamber - all points -as near the spark plug and the exhaust valve as possible
              Tougher with a Big block except with the 413 Truck heads where the spark plugs come in from the top like a small block
              as others have said you can get race high hp with an open chamber and high octane
              Those comments on dome pistons are correct- we learned that with the 413 wedge- fire slots were a band aid
              for the street quench and Squish rule
               
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              • Garrett Ellison

                Garrett Ellison Amateur driver on public roadway, do not imitate.. FABO Gold Member

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                Last edited: Feb 2, 2019
              • SwingerMan

                SwingerMan Well-Known Member

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                My W2 headed 408 made 532 hp / 540 tq on Mike @ Muscle Motors engine dyno. Only thing done to the heads was some bowl work. They are open chambered final compression is 10.75:1 running a solid flat tappet comp cam .597/.585 lift and 259/264 @ .050.

                My Dart is a powder puff local cruiser all steel parts and a 3:55 rear gear. It went 11.20 @ 119 weighing just over 3600 lbs with me in it. Stock suspension on Springs n Things HD rear springs and a set of 235/60/15 Mickey ET streets. Car has more in it I just don't track it, only made 4 passes in the 8 years the motor has been together.

                IMG-3156.jpg
                 
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