Your opinion is refreshing. It helps me with gain confidence that some of my ideas aren't so out there. Thank you for your time. You should do a modern idea book , I'd buy 10.
Yeah a lot of people love shoving dome pistons to make compression to make power but throw a big mountain in the way that kills low lift flow of you want to make power only in a 1500rpm window above 6000 maybe "shroud" the valves especially in a 4 valve. You can get sure trapped in with 4 valves much easier than 2 valves. They don't build the same start developing 4 valve engines based on bmep and you'll see they don't need the same thing. I agree with your order of operations for building power but people just want more of everything and half of it's working against itself. Working in the OEM with all the fancy tools we have I'd love to be let free to do some power stuff
George & Jackie - I noticed y'all have the exact same calculator as we do! But need to add "Sponsored by AARP" like you did😊 Love you guys. I wish I knew what the two of you have forgotten over the years in engine building, just so I can catch up😂 I also just noticed you have the same tape measure😊
Thank you George. You're really getting my attention, the cam event importance rating got my attention. Some of my stuff is lift limited, and my valve timing is limited by the valve reliefs that are legal. Exhaust design is also a big deal. I invest considerable time, effort and money there. I run 4 into 1, three diameters (two steps) and a merge collector. I notice a massive difference between generic dyno headers and my headers. I gain a bunch of area under the torque curve with my headers. However, I lose some peak HP, but I see a considerable increase in CFM. Apparently, at high RPM, I have 40 CFM more consumption, but it can't be "trapped CFM" if I actually LOSE peak HP, correct? There's some stuff for you to think/talk about! 🤣🤣🤣🤣🤣🤣
