Sorry for such a late post...I said I'd post all numbers so here is everything for now.









Cheers!

-Tom

 

Nice numbers, Tom. I never thought I'd see a CL Type-P do those numbers.

 

17.5 afr?? dude thats lean as hell. are you sure its safe?

 

That's what I was thinking and the lowest is 13.5?

 

Its from the UniChip. The tuner cleared the numbers that were supposed to be for the CL-S and put the timing retard back to zero for my car. I know the A/F ratio is pretty high, he said that for my engine he wanted the A/F mixture low at high RPMs so the engine won't detonate (sp?). When I get my car back and have the rest of the stuff bolted on I'm going to redyno it before X-mas.

I did the numbers last nite for estimated crank HP and it came out to be 275 crank HP.

 

Would you think that the A/F mixture is high because of the compression ratio? The compression on my engine is only 9.8:1. The CL-S compression ratio is 10.5:1. So maybe if I did some internal work then the A/F mixture won't be so high.

I've been reading similar articles about this topic...what do you guys think?

A mild cam with an early intake valve closing point will work well at low RPM. But at high RPM the intake valve will close before the maximum amount of air/fuel mixture has been drawn into the cylinder. As a result performance at high RPM will suffer. If a high static compression ratio is used with a mild cam (i.e. and early intake valve closing point) then the mixture may end up being "over-compressed". This will lead to excessive compression losses, detonation and could even lead to head gasket or piston failure.

On the other hand, an aggressive cam with a late intake valve closing point will work well at high RPM. But at low RPM the intake valve will close too late for sufficient compression of the intake charge to occur. As a result torque and performance will suffer. If a low static compression ratio is used with an aggressive cam (i.e. a late intake valve closing point) then the mixture may end up being "under-compressed". Thus a high performance cam with long duration should ideally be combined with a higher static compression ratio. That way the engine can benefit at high RPM from the maximized amount of intake charge afforded by the late intake valve closing, and still achieve sufficient compression of the mixture as a by-product of the dynamic compression ratio.

 

nice numbers, GM!
way to represent us CL-Ps!

 

Thanks bud, the numbers will keep on going till the end of next year. Then I'll be done. It'll be a nice lil sleeper.

 

my hero haha

 

I'll be purchasing an internal set up soon and have it installed by the end of the month. It it is going to increase power and compression.

 

Oh, do tell.

 

Hmmm should I? I'd rather wait until it's done though. Then tell.

Some one else on the board knows what I'm going to do though.



Guess who?

 

My plans are this...

crank, rods, pistons, heads, and custom cams. Not telling from what though nore how much.

Just about every piece of the engine to the exhaust will be totally aftermarket or custom.

When I'm done I'll let you all know and post more numbers.