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Old 04-06-2018, 12:52 PM   #21
1972RedNeck
 
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What does the number of valves have to do with timing?

Chris
Nothing - but piston bowl shape may, but I don't know.
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Old 04-06-2018, 12:55 PM   #22
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If you're planning on getting that extreme with timing, I'd guess go 24v since the injector is straight down, opposed to the 12v be slightly angled. But that's purely a guess on my part.

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Old 04-06-2018, 01:48 PM   #23
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What does the number of valves have to do with timing?

Chris
The location of the injector to the bowl.
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Old 04-06-2018, 01:53 PM   #24
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Buy a car or a common rail 2wd and drive it.

Having 400hp and trying to achieve the best fuel mileage possible out of a mechanical engine is so 2001.
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Old 04-06-2018, 02:39 PM   #25
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Originally Posted by jlbayes View Post
The location of the injector to the bowl.
My point was is that arbitrarily saying a 24v handles timing better or a 12v handles timing better really doesn't matter to anything. I can put 30* of timing in either and it will still run...or I can set them at 12* and it will run.

Either setup the timing is not the end of performance, or reliability, or economy. It's just one small part of the equation.

If you want economy, an 03-04CR with airflow mods will be pretty hard to beat...but, that's not what he wants. He wants to ask a question then tell everyone why they are wrong.

Chris
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Old 04-06-2018, 09:00 PM   #26
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If you want economy, an 03-04CR with airflow mods will be pretty hard to beat...but, that's not what he wants. He wants to ask a question then tell everyone why they are wrong.

Chris
Well, that got out of hand.

I tried to outline what I am going to do and then asked for advise on a couple points. Instead I am told I need to do X to get Y where Y is simply 400 HP. Yes, I realize I can get a good running take out 12V and make 400 HP. Yes, I realize that electronic tuning can trump simple old mechanical pumps. But I don't think that's what I asked.

I am going to do as I think I have done a decent job outlining. I could use advise on compression ratio as well as 24V vs 12V head from an efficiency standpoint and how the outlined compression ratios would work with each head. That, and a recommendation on camshafts would be great as well.

I'm sorry that I was not clear in my previous posts.
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Old 04-06-2018, 10:16 PM   #27
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Originally Posted by 1972RedNeck View Post
Well, that got out of hand.

I tried to outline what I am going to do and then asked for advise on a couple points. Instead I am told I need to do X to get Y where Y is simply 400 HP. Yes, I realize I can get a good running take out 12V and make 400 HP. Yes, I realize that electronic tuning can trump simple old mechanical pumps. But I don't think that's what I asked.

I am going to do as I think I have done a decent job outlining. I could use advise on compression ratio as well as 24V vs 12V head from an efficiency standpoint and how the outlined compression ratios would work with each head. That, and a recommendation on camshafts would be great as well.

I'm sorry that I was not clear in my previous posts.
24v head for better flow with a 24v piston Id say 18:1 is as high as I would go or ring land damage will occur set timing around 21 22ish for decent manners and good fuel economy with a Hamilton towing cam 182 208 would be all you need.
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Old 04-07-2018, 07:57 AM   #28
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24v head for better flow with a 24v piston Id say 18:1 is as high as I would go or ring land damage will occur set timing around 21 22ish for decent manners and good fuel economy with a Hamilton towing cam 182 208 would be all you need.
Sounds like solid advice.

So to get there on compression ratio, I should start with a set of HO 24V pistons, correct? I think they are the 17.3:1 stock, aren't they? Or is there a set of pistons for a different 24V application that would get me closer without as much block work?
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Old 04-07-2018, 09:34 AM   #29
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Sounds like solid advice.

So to get there on compression ratio, I should start with a set of HO 24V pistons, correct? I think they are the 17.3:1 stock, aren't they? Or is there a set of pistons for a different 24V application that would get me closer without as much block work?
I think 04.5 to 07 24v pistons would be the highest stock compression but Im currently traveling so my books are not in front of me. HO VP44 I believe are only 16.5:1
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Old 04-07-2018, 09:47 AM   #30
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I think 04.5 to 07 24v pistons would be the highest stock compression but Im currently traveling so my books are not in front of me. HO VP44 I believe are only 16.5:1
That should be right. I think 17.2:1 vs 16.5:1

Chris
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Old 04-07-2018, 10:42 AM   #31
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Id say 18:1 is as high as I would go or ring land damage will occur.
I don't see how you came to this conclusion, but this certainly would not be the case.
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Old 04-07-2018, 06:29 PM   #32
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I don't see how you came to this conclusion, but this certainly would not be the case.
Then go right ahead and correct me with a better answer 😂
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Old 04-07-2018, 06:30 PM   #33
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Our lpg engines only run 20:1 it was an educational guess
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Old 04-07-2018, 06:58 PM   #34
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I think this topic is way more scientific than it needs to be.

Also, there are plenty of info about “mileage monsters” on the old forums.
Dtr, bombers, etc have threads all over.

Mild VE 12v (or get the stuff to convert a 24v from sheid), 5+ speed, gear vendors, gears, and hit the road IMO. Play with timing later if you want.
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Old 04-08-2018, 09:20 AM   #35
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Then go right ahead and correct me with a better answer 😂
So the steel ring lands in a factory cast piston can withstand enough cylinder pressure to produce 1200hp+ without issue but not an additional point of compression at 400hp will cause damage?

I'm not sure why you would need a better answer, it seems common sense would lead anyone to that conclusion. I swear every day I read crazier and crazier things on this forum.
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Old 05-11-2018, 11:10 PM   #36
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https://www.youtube.com/watch?v=rBoKX0e2Lzs

19:1 compression ratio, VE Pump, T4 64.5 SXE turbo that spools like an HX35 - apparently it can be done...
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