I was looking this through, and in all the calculations, V.E. += x , I did not see any mention of density, 600 cfm of cold air will allow much more fuel than 600 cfm of hot air. on a forced induction system, cold air takes longer to pressurize because it is more dense. It is like the difference at the gas pump on a cold day. it is measured by volume, not weight. Locomotives are gouped in two categories, swichers that are small and designed to have max torque have roots style blowers, they respond quickly but road engines that are designed to have top end performance, they are for flat out hauling, they are turbocharged.

let me try this agian lets take a one cylinder engine and do it. so for a 1 cylinder they say that for 1 cfm = .25 HP now if you take and put 6 of those 1 cylinders together that each flow 1 cfm then you have a total of 6 cfm times .25 so that is 1.5 HP i hope this clears up what i am saying. so now lets look at a one cylinder that flows 200 cfm 200 x .25 = 50 HP if you where to put 6 of those engine together you would have 300 hp and 8 would give you 400.

remeber the engine is nothing more than a air pump the faster you spin it the more air it will flow till you get to the maximum air flow of the Intake port

1 cubic inches = 0.000578703704 cubic feet

[This message has been edited by engine man (edited 10-31-2009).]

quote Originally posted by engine man: let me try this agian lets take a one cylinder engine and do it. so for a 1 cylinder they say that for 1 cfm = .25 HP now if you take and put 6 of those 1 cylinders together that each flow 1 cfm then you have a total of 6 cfm times .25 so that is 1.5 HP i hope this clears up what i am saying. so now lets look at a one cylinder that flows 200 cfm 200 x .25 = 50 HP if you where to put 6 of those engine together you would have 300 hp and 8 would give you 400.

Holding all other factors equal, this is correct.

yes like some have stated you could get more flow but have so much fuel drop out you make less power or not enough swirl and not be able to burn it or just the wrong cam intake ,headers , ect,ect. just because you have a nice set of heads dosnt mean that you will make max power it is the whole combo . this is part of my combo for my 4.3 brodix heads, chevy box ram intake, crower roller rockers I have contacted crower and ther looking at my combo to give me a sugetion on what cam to run .

All these equations remind me of chemistry class.

Ya, there are just wayyyy too many variables to make any formula work very accurately. If they did why does a Porsche 2 ltr engine produce 4 times as much power as say a Chrysler 2 ltr even with both turboed or not. If your relying on cubic inches in the formula, the volume of air they both should pump should be the same right?

you are looking at engine size not head flow and it is that the porchse heads flow better and has a better intake and exhaust. If any thing you are proving what i am saying

[This message has been edited by engine man (edited 11-01-2009).]

quote Originally posted by rogergarrison: ...why does a Porsche 2 ltr engine produce 4 times as much power as say a Chrysler 2 ltr even with both turboed or not.

Because Porsche knows how to build an engine and Chrysler doesn't? (well maybe Porsche builds cars to be driven, Chrysler builds cars for the least cost possible.)

Cheers

quote Originally posted by rogergarrison: Ya, there are just wayyyy too many variables to make any formula work very accurately. If they did why does a Porsche 2 ltr engine produce 4 times as much power as say a Chrysler 2 ltr even with both turboed or not. If your relying on cubic inches in the formula, the volume of air they both should pump should be the same right?

Um, we are talking head flow vs displacment here.... If you have a 2L with heads that flow 2x as much, then you can go much higher on the RPM range, and put alot more boost in via turbo....

Its very blatant what is going on, and what the thread is about.