I generally remind the guys I build engines for or consult on, those builds to keep in mind the realistic limitations on intake port air flow rates matched to reasonable piston speeds, and valve train stability.
rule #1, if it won't consistently hold together under high stress,
it doesn't make any difference how much peak horse power it made just before it started puking parts out of the oil pan and block!
you'll need to match the exhaust header tuning and flow rates to match cam timing, intake port flow and piston speed limitations,
compression ratios and fuel octane must be carefully considered ,and you darn sure need an oil/lube system designed to keep up with load rates and cooling limitations.
it makes little sense to build an engine with a, radical cam, designed to produce power at 7500 rpm, unless you match the port flow, exhaust flow rates, and rotating assembly, you will need to select a cam , and valve train that safely stand up to that rpm, and maintain valve train stability, while maintaining more than adequate oil flow and cooling, and lubrication.
its generally a good idea to invest some time and research into designing an engine before you open your wallet, and a good place to start, if you build a performance engine, is a forged rotating assembly, and a baffled 7-8 quart oil pan, and checking all the valve train clearances, and rocker geometry.
read thru these links and their sub links https://garage.grumpysperformance.com/index.php?threads/reasonably-safe-valve-train-clearance-for-new-383-sbc-cam-instal.13109/#post-110492 https://garage.grumpysperformance.com/index.php?threads/valve-train-clearances-and-problems.528/...
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Grumpy, I have a guy that has a BBC short block, for sale, he says is a 454 with a .060 over bore, what is the displacement? youll obviously need precision measuring tools to be accurate you can get very close estimates if you own a accurate 12" dial caliper, if you need to know the exact...
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youll generally find that 4000 FPM (FEET PER MINUTE)of piston speed with stock parts or 4500fpm with VERY good quality forged parts is the reasonable limit on the lower end ROTATING ASSEMBLY stress, if you don,t think selecting high quality components and correctly assembling them is...
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I recently got a fairly detailed question from a different site from a guy who wanted to build and old school 302 sbc to put in his 1968 camaro with a long list of old school components , starting with a set of older stock fuelie heads and an original z28 single four barrel dual plane intake, a...
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Bearings and oil flow, some of the most important processes in engine assembly are related to getting the bearing clearances and oil flow and pressure rates set up to provide the correct oil flow rates and pressure for cooling and preventing direct surface to surface contact on the rotating...
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Understanding Today’s Bearing Clearance Recipe ■Tech Center by Engine Builder Staff - Feb 6, 2015 0 3928 Print Email What’s needed to keep the rotating assembly rotating? It’s a recipe that includes three key ingredients: the bearing, the crankshaft and the oil. But understanding the...
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"do you match the cam to the engine or build the engine to match the cam specs?" I got asked that question a few days ago, frankly I have never ever considered doing it either way heres some basics that won,t change theres a couple thousand related threads here to help you. You may find this a...
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YES THE SUB LINK INFO IS WELL WORTH READING ALSO if your serious about maintaining good peak hp numbers use the calculators in the linked threads to actually calculate the ideal matched header dimensions, this is not a guessing game its strait physics and easily calculated to maximize exhaust...
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I just had a rather long and detailed discussion with a guy who it was all too obvious ,was basically just, trying to get me to give him a detailed list of engine components to build his engine. one of the main secrets , too building a really effective combo is to match the engine and drive...
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