Going below .040" quench distance requires that you know for certain your dimensions. If you are sure about deck height of .022" for ALL cylinders and since you are not going to exceed about 4500 rpm (???), then you should be good. But consider that piston pin height, rod length and crank throw can vary and if they all line-up and add to the piston top being higher in the cylinder, then this could subtract a few thousands from your deck height therefore dropping the quench distance below .035".What you DO have going for you is faster piston speeds with your 3.75" stroke vs. a 350 and you COULD significantly improve quench velocity even at your low torque peak RPM with a very tight quench distance; that .015" gasket gives you a nice and tight .037" quench which gives you maximum "free mechanical octane booster" / quench velocity possible.
Going below .040" quench distance requires that you know for certain your dimensions. If you are sure about deck height of .022" for ALL cylinders....
A 350 with a 6,000 RPM peak only needs a 1.92" min CSA. -> With a reasonable-ish intake port centerline length of 5.45" that's only 171.5cc of intake port volume. The heads's don't keep the same MIN CSA, which is why you usually see 180cc intake port volumes recommended for 350's up to 6,000 RPM. -There's a few stock GM heads at that volume or more. GMPP small port vortec Bowtie listed at 185cc pours 180cc according to folks I trust, and is about PERFECT for a 6000 RPM peak on a 350.Yes they are NOT 6000+ heads, but from what I understand NO stock heads ever were.
Rich
OUTSTANDING. I've heard that full dynomation can do some compensation for thermal barrier coatings before but I've never seen anyone actually use it until now.HP/TQ at 2000 rpm is 156/409 and without the coatings it's 153/4
Rich: Send Indycars the airflow .flw file that I sent you. It has the airflow at each lift value built into it and he can use that in Dynomation directly. Actually, I've got it handy and will send it to him. Wait... I keep forgetting that this forum actually lets you attach files directly, I'll try to put it here."If you can provide the flow vs lift numbers I can use that to be more accurate. Dynomation is not about using stock heads, but about aftermarket high performance heads that provide flow numbers at a pressure drop of 28 inch of H2O."
I have no idea what they are??
"Why did the lifter acceleration rate (Also called "Cam Ramp Rate") change in post #40, starting reading just below the first graph. If it was so simple as taking a percentage then the rate would not have changed from 2.37 to 2.78. Why do racing camshafts have higher rates? You could improve your gas mileage if your lifter acceleration rate was 5.5, so why not go there with a custom camshaft ?"
Not sure what the first part is about...
"You could improve your gas mileage if your lifter acceleration rate was 5.5, so why not go there with a custom camshaft ?"
I did not find any kind of cam other that factory and Hot Rod. Factory always were lame and hot rod was always power and higher RPM rated.
Even the so called RV cams always moved the torque and power curves up the RPM range. Given those two chooses I WAS going to run a Caddy low RPM cam....until I found roller cams, Rhords roller lifters and fed by a miscalculation believed I could have my cake and eat it too. Low RPM Torque and a more full cam and HP above 3K.
It still does it but it is more the cam than the lifters.
But if I at last got all the settings correct, the lifters are giving me 387 (+51) Ftpds @2k and 2K is the peak, and 200HP from 3k to 4k and 175HP at 4500 and drops to about 140 at 5K.
How numbers are closer.
Rich