No torque??
#51
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back to the sleeves look at it like this maybe. Getting flame suit on first. Alright think of that sleeve as an intake valve angle on a piston engine. Do you ever seel any valves positioned at 90 degrees? As in have the rod then and basically have a round plate just attached in there. As oppose to a smoothed out pattern. If you wish to see difference in flow (just various angles) look here:
http://www.carcraft.com/techarticles...gle/index.html
Should tell you the smoother the air the more flow that can be driven to the engine hence increasing power. Get where i'm going with this though?
http://www.carcraft.com/techarticles...gle/index.html
Should tell you the smoother the air the more flow that can be driven to the engine hence increasing power. Get where i'm going with this though?
#53
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About the exhaut scavenging ... thats basically how you have a good/bad headers. THe better ones produce a more "controlled" scavenging effect and thus making more HP out of an engine than other ones. I say controlled because they all basically provide a scavenging effect (that is headers not manifolds). I could be wrong on that one but thats the way I see it,.
#54
The Silent but Deadly Mod
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anything that collect will provide the scavenging effect, turbulence in the collector, length of tube before collector and other factors all play a part in it.
The point is, everything should be taken with a grain of salt, unless it is an axiom or unless you have empirical proof.
The point is, everything should be taken with a grain of salt, unless it is an axiom or unless you have empirical proof.
#55
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An equal length header will always provide some sort of scavenging. The difference between headers is where the peak flow and scavenging happens. A small diameter long(er) primary header will see its best flow at lower rpms. A large diameter short(er) primary will see its power up high. Mixing and matching those simple properties, and then adding in bends and collectors and coatings etc wis what seperates a good header from a bad one. Its really based on your application. Also, by short and long I am not refering to shorties vs long tubes. Shorties are WAY too short for almost any einge and only see improvements on an engine where the stock manifold is horribly restrictive. Short and long are in reference to each other, not in refernce to the type of header.
As for the dyno. dyno's measure work over a frame of time. without a spark signal to measure the engines time frame the dyno can only provide horsepower based on its time frame. In otherwords how fast the roller is being accelerated. Thats why a first gear pull with no spark reference would lead to 1700 hp. The rollers were accelerating fast, so thats the only thing the dyno had to operate from. If it has a spark signal it can figure out the gearing, mathematically get the reduce the hp and get the correct wheel tq. At least thats how I understand it.
BC
As for the dyno. dyno's measure work over a frame of time. without a spark signal to measure the engines time frame the dyno can only provide horsepower based on its time frame. In otherwords how fast the roller is being accelerated. Thats why a first gear pull with no spark reference would lead to 1700 hp. The rollers were accelerating fast, so thats the only thing the dyno had to operate from. If it has a spark signal it can figure out the gearing, mathematically get the reduce the hp and get the correct wheel tq. At least thats how I understand it.
BC
#56
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That's how I had thought dynos to work too, and that to me implies that they measure wheel torque directly and derive power from it.
I had thought that if they measured power directly, regardless of the transmission gear torque multiplier, an engine can only make a certain amount of power, so I would conclude that dynos would measure the same no matter what gear you're in.
Now that I've had one reply for each suggestion, I'm doubly as confused.
I had thought that if they measured power directly, regardless of the transmission gear torque multiplier, an engine can only make a certain amount of power, so I would conclude that dynos would measure the same no matter what gear you're in.
Now that I've had one reply for each suggestion, I'm doubly as confused.
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Think about it liek this. Hp is work done over time. If you are in a lower gear you do more work in less time. So without a reference as to the engines frame of time the dyno just has to go strictly on the work that it is seeing accomplished in its time frame. So if you arent in a 1:1 gearing set up you are going to get an inflated hp number unless you can remove the gearing from the equation manually.
BC
BC
#58
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Think about it liek this. Hp is work done over time. If you are in a lower gear you do more work in less time. So without a reference as to the engines frame of time the dyno just has to go strictly on the work that it is seeing accomplished in its time frame. So if you arent in a 1:1 gearing set up you are going to get an inflated hp number unless you can remove the gearing from the equation manually.
BC
BC
#60
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Dynos like the Dyna-pack, and mustang dyno measure wheel torque production by placing a load against it. Then figures horsepower once the gear ratio, and engine rpms are put into the equation. This is why dyna-packs and mustangs are pretty badass.
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Jeff20B
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