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#21 |
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I Post Entirely Way Too Much
1996 Mustang GT
13.64@101mph
Join Date: Apr 2007
Location: Massachusetss
Posts: 5,799
![]() ![]() iTrader: 1 reviews
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so bout 300 to the flywheel..not bad for stock heads..what will those twisted wedge heads get me up to..
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1990 GT- 5.0L |BBK Shortys|VRS O/R X| SLP LM1 Catback|BBK CAI| Centerforce Clutch|MGW Short Throw| Alum D/S| 3.73's| Steeda Springs...about as stock as a 5.0 comes now a days..much more to come |
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#22 | |
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MM Ninjas!
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The only way to know for sure is to dyno it.
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My daily driver has 16 cylinders and 4400hp @ 1000 rpm.... ![]() ***1988 Mustang GT - Stock....almost
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#23 |
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I Post Entirely Way Too Much
1996 Mustang GT
13.64@101mph
Join Date: Apr 2007
Location: Massachusetss
Posts: 5,799
![]() ![]() iTrader: 1 reviews
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thats what i thought..only thing theres not one around me for 100miles
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1990 GT- 5.0L |BBK Shortys|VRS O/R X| SLP LM1 Catback|BBK CAI| Centerforce Clutch|MGW Short Throw| Alum D/S| 3.73's| Steeda Springs...about as stock as a 5.0 comes now a days..much more to come |
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#24 | |
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MM Ninjas!
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My daily driver has 16 cylinders and 4400hp @ 1000 rpm.... ![]() ***1988 Mustang GT - Stock....almost
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#25 | |
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MM Fanatic
Join Date: May 2007
Location: Bloomington, IL
Posts: 4,627
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So Darrell, what are the masses of a 2.02 intake valve vs. a 1.90 intake valve? There can be as much as a 10 gram difference in mass or about 10% of the valves total mass. While you may not consider this a significant difference, being accelerated and stopped at over 100 times per second, your valve springs certainly do consider this to be a lot of added burden. You will definitely reach valve float much sooner using the same spring with a 2.02 valve as you do with a 1.90 valve. So just use a 10% heavier spring right? Then you have more valve train stress, heat, and shorter lifetime. May not be important on a race engine, but on a daily driver, I'd rather have 1.90 valves I think. |
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#26 | |
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MM Ninjas!
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__________________
My daily driver has 16 cylinders and 4400hp @ 1000 rpm.... ![]() ***1988 Mustang GT - Stock....almost
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#27 |
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Hardcore Enthusiast
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This is just from what I read so I might be wrong but i think I understand the concept.
Bigger valves can cause shrouding if the valve is to close to the cylinder walls, this can be minimized or eliminated with changing the angle allowing the valve to open more towards the center the of the bore instead of parallel to the bore. Exactly what angle is a trade off with other things.
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#28 | |
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MM Ninjas!
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__________________
My daily driver has 16 cylinders and 4400hp @ 1000 rpm.... ![]() ***1988 Mustang GT - Stock....almost
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#29 | |
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MM Fanatic
Join Date: May 2007
Location: Bloomington, IL
Posts: 4,627
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Don't fool yourself about valve mass not being an issue, valve train mass is directly proportional to the amount of spring pressure required. People spend crazy money on titanium locks and keepers just to lose 5 grams from each valve tip. Comp cams has gone to the trouble of making behive valve springs that reduce the amount of spring weight at the valve tip by reducing the diameter of the keeper and top spring coil. It has been very clearly demonstrated that this small weight savings allows for lighter spring pressures and more power as well as an additional 500 rpm cushion before valve float. Anyway, my point is simply slapping a 2.02 valve in there doesn't necessarily make a head better for a given application. Using the smallest valve that will not adversely affect cylinder pumping is the ticket. Trick flows are pretty nice heads, but more so because the intake valve is rotated more over the bore center to provide more efficient pumping and also resulting in a shorter intake runner. |
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#30 | |
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MM Ninjas!
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__________________
My daily driver has 16 cylinders and 4400hp @ 1000 rpm.... ![]() ***1988 Mustang GT - Stock....almost
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