Yup, along with five different heat variables, in both heads and intake/exhaust system, air velocity, altitude, actual altitude, charge velocity/volume, rpms, and another 20 or so factors that would need many other inputs from actual/separate component testing on the parts being utilized for specific engine packages, etc. Pat has made a simple, universal, useable program, and it works for the better part of the engine population, without the very involved factory development stuff I use every day, that requires much more input than most people actually have.
I read your article, and it is deficient from the programs I use from the Japanese. Missing at least 30 key ingredients they, and I use to develope engines/components. And, I just hit the high points with Pat, he did the rest himself, and adds things as he devises/developes them. Might want to post just whom you are, so we will know where you get YOUR info. My info comes from three programs I work with for two different factories, Honda Racing Corporation and Honda Automobile, Japan. I am sure THEY are far more advanced than you will ever be in this issue, and that is really obvious in your "article", as THEY designed the programs I use. My info isn't second or third hand, it is direct from the people whom wrote the programs for themselves and use them. If you are smart enough to understand this, almost every person whom would get to use the Japanese programs over here, wouldn't have the rest of the key info needed to get the right answers, or a complete answer, and have no way to get that info, as that needed info is derived from very sophisticated testing procedures/machinery that I have not seen on this continent. Can you measure the charge density amount for just one inlet cycle?, and overall repetitive charge density, for any given rpm? I thought you couldn't, but the Japanese can, and do, every day. I can, and do as well, WITH THEIR PROGRAMMING. Can you measure the piston underdome temps on a running engine? Thought you couldn't, but the Japanese can, and do, from very sophisticated heat sensors that are actually radio technology, six positions, every piston in every dyno engine they test, racing and stock. Whenever there is an HRC vehicle running on any race course in the world, 24/7, there is telemetry from the vehicle, auto or motorcycle, to the pits, via satellite. What is also happening is, a technitian at HRC in Japan, is also taking the satellite feed and plugging the info into a database that would choke a very large asteriod, every time a factory Honda Racing Corporation vehicle starts, moves, etc. This I just posted above, and the confidentiallity agreement I signed to do this work, 19 years ago, and still in effect, make me not able to give Pat, or anyone else, more of the actual programming info. If I weren't restricted to what I CAN give him, he'd have more of it right now, but then, he's doing just fine figuring it all out quite well on his own, without YOUR help, or much of mine, it appears. So, what we have now, is sufficient. My friend, Steve Whitelock, used to be the head of all motorcycle racing, HRC, Europe. One year, at Laguna Seca, one week after Australia, F1/F2/125GP bikes, dock worker's strike, Australia, kept the bikes in Australia until the very last minute to get them here to the U.S. I asked Steve if he and HRC had plans for better transport methods, he said "Well, we looked into a used 707 transporter, but the maintenance is just right on the brink of too expensive just now". That was 1994. But then, YOU are bigger than all those people, and the Honda organizations, know more than all of them, right, NOT. If you are going to help others here, get to it and stop trying to make a hero out of yourself, the rest of us here are just mere mortals. End of your self-agrandizement tactics.
Yeah, good, OK, yup, sure, you are just the best thing to come along since holes in donuts and sliced bread, according to you. Wait a sec...hold those thoughts of telling everybody where they are wrong...according to you, and, "correcting" them...I have much, much more to do than read your bull. You have someting to positively contribute, lose the attitude and get in here and help, there "panic". Until that time, cut stacking your crap up against others, and let everybody esle just get back to enjoying this site and their cars, without all your "correcting" everybody and people whom aren't wrong in the first place. And, hey, if you equate the truth to being "rude" to you, then, hell yes, I'm rude, more rude than usual, because you asked, no, YOU begged for it. I also see you are a self proclaimed University Professor, with degrees in many, many fields. I am sure this overshadows my meager 3 mechanical engineering degrees and 1 degree in physics, all from Stanford. But then, you are much more educated than all of us, now aren't you, after all, you are a self proclaimed legand in your own mind. So...stop trying to impress everybody with your "I'm better than you" crap, stop wasting our time, and come back down to earth, down here with us Buick types, and the rest of the human race.
If you search through the posts at TC, you can find anectdotal results linking cams, SCR, DCR, octane, etc. I wonder if it would be worthwhile to either compile a database or list folks' anectdotal results with their BBB to see if there is a trend shift from the BBC results.
Second question on quench Guys, Thanks for the replies to my original question. So here's the million dollar question: Why not just have custom pistons with a lower pin height? Knowing .040" is the ultimate quench wouldn't it make more sense than decking the block, fitting the intake, etc. I'm sure from a cost standpoint custom pistons would be lots more vs. machine shop time, but what about piston design with lower pin height, how would that affect the design of our BBB. Thanks, Wes
The new TA conicals *might* have this. If buying customs is an option than that is definitely reasonable to do. Or better yet, get a longer aftermarket rod while you are at it and order the pin heights to match that deck height. How fast do you want to go (how much money do you want to spend? :laugh: )
I would think the piston with a lower pin hole should be avoided becouse its heavyer , I would rather invest in the longer rod. get the better rod ratio and lower piston speed .I think it would also be easier on the bottom end
