As the piston reaches TDC, the air/fuel mixture gets compressed. (duhhh) Dependent upon how the combustion chamber is shaped, AND the amount of distance between the piston and the head, the gasses are compressed at a different rate in different areas of the chamber depending on that distance, up until the piston is AT TDC. It's because of the speed of the piston as it reaches TDC. The "quench" area is commonly known as the closest area between the head and piston. As the gasses in the quench area are compressed, the volume of them is equalized in the rest of the chamber. As this happens, the gasses are forced away from the quench area into the larger volume of the chamber. This causes a cooling effect on the gasses across the chamber, and cooler gasses have less tendency to detonate. That's why if you have a good tight (but not TOO tight) quench, you can run more compression on a lower octane fuel. It's less likely to detonate. It also causes more "swirl" in the chamber, allowing for better combustion as well.
Ideally, you want around .040 quench.
Your 400 doesnt have any quench becuase of the pistins compression height.
The easiest way to build a quench motor is with flat top pistons, zero deck height a .039" gasket and a closed chambered head.
If you use a open chambered head you will need a piston with a quench dome.
From the KB web site.
What is the most, exact precisely defined occurrence in all piston engines? It isnt ignition timing, combustion, crank indexing, or valve events. It is Top Dead Center. You cant build an engine with an error at Top Dead Center because TDC is what everything else is measured from. Spark scatter, crank flex and cam timing can move, but TDC is when the piston is closest to the cylinder head in any one cylinder. The combustion process gets serious at Top Dead Center and about 12 degrees after TDC, most engines want to have maximum cylinder pressure. If maximum cylinder pressure occurs 10 degrees earlier or later, power goes away. Normal ignition timing is adjusted to achieve max cylinder pressure at 12 degrees after TDC. If your timing was set at 36 degrees before TDC that is a 48 degree head start on our 12 degree ATDC target. A lot of things can happen in 48 degrees and since different cylinders burn at different rates and dont even burn at the same rate cycle to cycle, each cylinder would likely benefit from custom timing for each cylinder and each cycle. Special tailored timing is possible but there is an easier wayMagnificent Quench. Take a coffee can ½ full of gasoline burning with slow flicking flame. Strike the can with a baseball bat and you have what I would call a fast burn, much like what we want in the combustion chamber. The fast burn idea helps our performance engine by shortening the overall burn time and the amount of spark lead (negative torque) dialed in with the distributor. If you go from 36 degrees total to 32 degrees total and power increases, you either shortened the burn time or just had too much timing dialed-in in the first place. If you have really shortened the burn time, you wont need so much burning going on before Top Dead Center. Now you can retard timing and increase HP. Did you ever have an engine that didnt seem to care what timing it had? This is not the usual case with a fast burn combustion but an old style engine with big differences in optimum timing cylinder to cylinder will need 40 degrees of timing on some and others only need 26 degrees. If you set the distributor at 34 degrees, it is likely that 4 cylinders will want more timing and 4 cylinders will want less ( V-8). Moving the timing just changes, which cylinders are doing most of the work. Go too far and some cylinders may take a vacation. Now what does quench really do? First, it kicks the burning flame front across and around the cylinder at exactly TDC in all cylinders. Even with spark scatter, the big fire happens as the tight quench blasts the 32 degree old flame around the chamber. Just as with the coffee can, big flame or small flame, hit it with a baseball bat and they are all big instantly. The need for custom cylinder-to-cylinder timing gets minimized with a good quench. The more air activity in a cylinder you have the less ignition timing you are likely to need. When you add extra head gaskets to lower compression you usually lose enough quench that it is like striking the burning coffee can with a pencil. No fire ball here and that .070-.090 quench distance acts like a shock absorber for flame travel by slowing down any naturally occurring chamber activity. A slow burn means you need more timing and you will have more burn variation cycle-to-cycle and cylinder-to-cylinder, result more ping. Our step and step dish pistons are designed not only to maximize quench but to allow the flame to travel to the opposite side of the cylinder at TDC. The further the flame is driven, the faster the burn rate and the less timing is required. The step design also reduces the piston surface area and helps the piston top stay below 600 degree f (necessary to keep out of detonation). All of our forged pistons that are lower compression than a flat-top are step or step dish design. A nice thing about the step design is that it allows us to make a lighter piston. Our hypereutectic AMC, Buick, Chrysler, Ford, Oldsmobile and Pontiac all offer step designs. We cannot design a 302 Chevy step dish piston at 12:1 compression ratio but a lot of engines can use it to generate good pump gas compression ratio. Supercharging with a quench has always been difficult. A step dish is generally friendly to supercharging because you can have increased dish volume while maintaining a quench and cool top land temperatures. You may want to read our new design article for more information. ".
By John Erb
Chief Engineer
KB Performance Pistons
