I agree with you that the "J" heads are the worst ones made. Real small
exhaust valves. The problem I have from what I think I know------I could be
wrong. The much worshiped "C" heads ( about a grand per pair) dot even
strut their stuff
until you get above 4000 RPM. Man I am never going to see that.
Arch: This is an area of confusion to me. All of the articles that I have
read on heads and valves (which generally refer to Chev small and big block
engines) talk about small valves being the best for developing torque in
the low rpm range - 2000 to 3000 rpm.They usually say it in passing because
it is of so little interest to the vast majority of their readers. I'd very
much like to hear from you engine guys out there about this one.
Well, what we need is a weigh scale---a dyno--a fuel consumption gauge etc
to find out what works. I would pay good money to see where I am on a scale
of
1 to 10. I would love to see some bench marks for me to shoot for.
All I have right now is a bunch of hearsay. Everybody from Caspro to
Golby say they have the answers. Leaving me to fend for myself.
Lets get some data---lets do some research. Does a Ragusa final drive
cover reduce temps? Looks like it should----but I dot know. I could
ask a lot more questions but I wont. Somehow we have to establish
base lines.
Arch: this has been my hobby horse since I joined this news group. I really
feel that we need to know what works in the real world, even if our
measurements are not world class. This is why I am looking for a fuel
measuring device. This is why I spent a good part of the weekend searching
for a chassis dyno shop that can handle a vehicle the size of the GMC. So
far no luck, but I have been steered towards a local technical school that
may have a larger machine. My hope is to interest a sympathetic teacher in
the project. I want to measure the torque output before I do anything to
the engine (including tuning it up). From then on, every time something was
changed, I would run it through the dyno. The ideal would be to correlate
these measurements with measurements made at the same time by the $150
device that sticks to your window. If it worked, we would have benchmarks
that would be of use to everybody.
Vic Marks
Vancouver BC
75 transmode
exhaust valves. The problem I have from what I think I know------I could be
wrong. The much worshiped "C" heads ( about a grand per pair) dot even
strut their stuff
until you get above 4000 RPM. Man I am never going to see that.
Arch: This is an area of confusion to me. All of the articles that I have
read on heads and valves (which generally refer to Chev small and big block
engines) talk about small valves being the best for developing torque in
the low rpm range - 2000 to 3000 rpm.They usually say it in passing because
it is of so little interest to the vast majority of their readers. I'd very
much like to hear from you engine guys out there about this one.
Well, what we need is a weigh scale---a dyno--a fuel consumption gauge etc
to find out what works. I would pay good money to see where I am on a scale
of
1 to 10. I would love to see some bench marks for me to shoot for.
All I have right now is a bunch of hearsay. Everybody from Caspro to
Golby say they have the answers. Leaving me to fend for myself.
Lets get some data---lets do some research. Does a Ragusa final drive
cover reduce temps? Looks like it should----but I dot know. I could
ask a lot more questions but I wont. Somehow we have to establish
base lines.
Arch: this has been my hobby horse since I joined this news group. I really
feel that we need to know what works in the real world, even if our
measurements are not world class. This is why I am looking for a fuel
measuring device. This is why I spent a good part of the weekend searching
for a chassis dyno shop that can handle a vehicle the size of the GMC. So
far no luck, but I have been steered towards a local technical school that
may have a larger machine. My hope is to interest a sympathetic teacher in
the project. I want to measure the torque output before I do anything to
the engine (including tuning it up). From then on, every time something was
changed, I would run it through the dyno. The ideal would be to correlate
these measurements with measurements made at the same time by the $150
device that sticks to your window. If it worked, we would have benchmarks
that would be of use to everybody.
Vic Marks
Vancouver BC
75 transmode
