I am familiar with the math and the techniques.I'm sure he knows that the intake lobe center angle for a boosted engine is almost always much wider than what is standard on the Enfield twins, and that on boosted engines the exhaust valve is almost always larger than it would be on a normally aspirated engine, along with a more advanced exhaust cam. And that the overlap period is really needed to be very short on a boosted engine with a crossflow hemi, to reduce blowing too much out the exhaust pipe during overlap.Wide lobe center angles are the order of the day for boosted engines.I'm sure he'll agree.
I showed Alex your post and he definitely agrees, and so do I. So that leads me to this question: There isn't much for cams out there. Hitchcocks said they have a "racier cam, but not radical" which I guess is better than nothing. Or do I take the factory camshafts and have them reground and sacrifice a small amount of lift for a bit more duration?I talked to a guy from CP-Carrillo the other day. Rough ball park, I'm looking at $1300 for custom rods and pistons. A bit more than I anticipated, but needed and worth it. Carrillo guarantees their rods and pistons to be balanced within +/- 1gram. And because it's a custom application, I should be able to have the rods custom cut to fit the -.010 grind on the crank/rod journals making a stronger bottom end than running oversized bearings. Sill haven't decided if I want to attempt fitting the 1 piece alloy Interceptor cylinder. It'd definitely be stronger and dissipate heat faster, (plus no one has ever put those cylinders on a 700 block) BUT I'm also thinking of having the engine case and cylinders cadmium plated too which I think would look bitchin'. Decisions, decisions.....Scottie
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