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| 4.9L Cadillac Information (Page 11/11) |
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lou_dias
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AUG 26, 12:46 PM
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| quote | Originally posted by FieroWannaBe:
I would argue this is patently false. I dare say many professional engine builders or tuners would agree with me here. Unless, of course, those nerds who does this all day are just wrong. There is no Universal number, but universally there is a richer than stoich. point where best BMEP is achieved. It may not be lambda .8 or .9, but its probably not 1.0, since no fuel injected engine will safely burn 100% of its potential charge during the duration of the expansion and combustion process at normal engine speeds. However, there are many engines that run lean of stoich, and they require careful consideration to avoid pre-ignition.
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Like I said before, it's 'old-school' or ancient trains of thought 'to be "safe"'. E85 resists detonation better than regular gas. These old-school tuners don't have that in their heads yet when they try to tune you to 12.5 or 13.0 ...
Also as I said - there was pinging/detonation at 14.5 that's why we usually do 6-8 runs with various fuel setting, I only posted the final one.... and I saw this on my V6 as well so that's why my target is 14.0 which is still less than 14.7...[This message has been edited by lou_dias (edited 08-26-2020).]
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Will
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AUG 27, 09:30 AM
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| quote | Originally posted by FieroWannaBe:
Figure 3-1. Representative Effect of Fuel/Air Ratio on Cylinder Head Temperature, Power and Specific Fuel Consumption at Constant RPM and Manifold Pressure in Cruise Range Operation, from Operator’s Manual Lycoming O-360, HO-360, IO-360, AIO-360, HIO-360 & TIO-360 Series, 8th Edition, Part No. 60297-12, dated October 2005. Page 3-7
https://i.stack.imgur.com/tJAao.png
That took some time to track down. I first saw it and similar plots during my ICE course as handouts from the Proff. |
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Awesome, Thanks!
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fierobear
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DEC 08, 12:27 AM
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| quote | Originally posted by FieroWannaBe:
Figure 3-1. Representative Effect of Fuel/Air Ratio on Cylinder Head Temperature, Power and Specific Fuel Consumption at Constant RPM and Manifold Pressure in Cruise Range Operation, from Operator’s Manual Lycoming O-360, HO-360, IO-360, AIO-360, HIO-360 & TIO-360 Series, 8th Edition, Part No. 60297-12, dated October 2005. Page 3-7
https://i.stack.imgur.com/tJAao.png
That took some time to track down. I first saw it and similar plots during my ICE course as handouts from the Proff. |
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Airplane engines, cool. I have a Continental TSIO-520-H 
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Dennis LaGrua
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DEC 08, 06:20 AM
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In my drag racing days, we used to see a bottom end torque increase with longer individual runners on the manifold. The 4.9L doesn't seem to need more bottom end but more top end. The head valve size and ports were designed for bottom end torque. While I woud expect the Allante intake to give a power increase, I'm not exactly sure what the result would be in the 1/4 mile. IMO gearing may be more important. ------------------
" THE BLACK PARALYZER" -87GT 3800SC Series III engine, custom ZZP /Frozen Boost Intercooler setup, 3.4" Pulley, Northstar TB, LS1 MAF, 3" Spintech/Hedman Exhaust, P-log Manifold, Autolite 104's, MSD wires, Custom CAI, 4T65eHD w. custom axles, Champion Radiator, S10 Brake Booster, HP Tuners VCM Suite.
"THE COLUSSUS"
87GT - ALL OUT 3.4L Turbocharged engine, Garrett Hybrid Turbo, MSD ign., modified TH125H
" ON THE LOOSE WITHOUT THE JUICE "
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