What mike says here is some more history from the AMC turbo 6 project AMC early head had a traditional wedge chamber much like the olds or sbc chevy and we used a piston very much like the TRW "turbo" piston. and tight quench now we did play with the quench pad width but did not slope the head pad or piston as some say works we also changed the width of the quench pad cus you can have too much and blast out the flame. Remember the quench pad also provides two cool surfaces/ so think about BOTH Quench and Squish. You can also just putting the quench on the intake side which forces swirl. Now if you have a more modern head with say two quench pads really think about your piston head design You can run more compression, or worse gas or more power with the same octane- reducing the tendency for detonation especially for a really bad chamber like the Big Block Mopar with the really bad spark plug location well also early sbc and others. On the BBM I used to take the TRW 6 pack piston and cut a D Dish in it, 0 deck or even .015 out and 67 closed chamber heads. Or welded up the chambers in the 68 and later heads then designed custom pistons which became the KB quench dome pistons Devil is in the details but worth it if you want to run 60 pbs boost or tow a heavy load cheers
@@joshfraley9451 right first version was a stock 199 6 block, crank, head 2ed version had a block with thicker deck and maybe cylinder walls and webs. AMC block has filled in webs from the git go. Head was a combination of later ports and early shaft rocker with a thicker deck. AMC casting crew in Mexico was awesome. Remember there was an early 232 stroke motor with a big bore giiving 252 cu in so the 4.0 jeep was not a new big deal but i wish we had 4.0 hed ports STock high nickel cast iron or ARMASTEEL cranks, no billet needed
@@joshfraley9451 where ? I'd like to see it single or twin turbos I only have early single turbo stainless manifold Barney held that turbo exhaust should be all bends, no straight pieces for best expansion
High compression with turbo ,but you need to machine quarter inch more around the exhaust valve. It's to relieve some of the heat and stop pre ignition
Talking about the chevy 6 on the 250 you can use 307 v8 pistons and cut a dish just like we did with the MOPAR I do not like round dish but better than running the piston down the hole (which never works) get the flat band near to the head
Another question I ask is; What is the best material to use. IE what is stronger for a given mass, and what is most resilient to heat? F1 have turned the clock back 80 years, they are using a type of steel in their construction
I missed the live but I'm interested to see a test of the line to line coatings on pistons. Would it reduce blow-by and increase power in a turbo motor since it is set up tight and just wears to size.
If we wanted to use high compression to increase off boost gas mileage and turbo response. What compression ratio would be ideal for 91- 93octane and 10lbs of boost with a GT45 turbo LQ4, 706heads milled .030, roughly 10.9:1 to 11:1 compression Would love to go over this and be able to throw the video into the discussions on the forum.
11 psi with 91-93 octane will still require a lot of timing retard, a good intercooler and dedicated cold air inlet. You might be better served to not worry about static compression and instead look at cam, intake and turbo sizing (and displacement) while keeping lower compression
For turbo application , what I target for 4v 4 cylinder , what hp&boost target (30psi), with cam and valves Street If fuel 93, compression ratio 9:1, flat If fuel e85 10:1 dome Race Add 2pts to above
What are your thoughts on Thermoquad engines running more compression than EFI because they chill with a good Moroso cool can as a intercooler and do you think people in Israel are pro-biggest dome possible? So much dome reference in this vid. Thanks on thoughts 🙏
My 408 I'm building has dish with valve reliefs . It's the first time I have had that type of pistons. On the live feed you said they will work with nitrous. I'm building it to eventually go to a pro charger. I had flat top before at 10.5 to one with 63 cc heads. I think stock heads are 70 cc. The new pistons say 9.25 to one with stock heads. What do you think it will be with 63. Waiting on the machine shop to install all 8 sleeves. And cam bearings. Hopefully I'll be able to use a 400 shot of nitrous.
Weird question and im not sure if it would matter in the end result. Say both made the same 1000 hp. Is either a safer way to go. Less boost and more timing or more boost less timing. Assuming adjusting either on both to kind of have the graphs. Maybe is one safer for rings closing, having less heat or detonation chances ect.
U seem to have an extensive array of knowledge that could be useful to these inquiries ur getting . The way it sounds their not elaborating the question as thoroughly as they should. I Think u already know the the fix 4 this communications dilemma. 🤔You should answer the question with a question from the sounds of it . U can only reach ur best determine conclusion by knowing what is the importance/ application /goals ur shooting 🔫 4 b4 u want 2 shoot me 4 answering this wrongly. 🤪😄3 question simplicity when asked these questions in the future. Communication complication fixed . Tho ☝️at the expence of feeling like a repetitive robot 🤖shedding the personality like A.I evaporating the soul of the huma factor along with the human race😁
Dish with valve reliefs.
Zero deck block to control detonation with tight quench
What mike says here is some more history from the AMC turbo 6 project AMC early head had a traditional wedge chamber much like the olds or sbc chevy and we used a piston very much like the TRW "turbo" piston. and tight quench
now we did play with the quench pad width but did not slope the head pad or piston as some say works
we also changed the width of the quench pad cus you can have too much and blast out the flame. Remember the quench pad also provides two cool surfaces/ so think about BOTH Quench and Squish. You can also just putting the quench on the intake side which forces swirl. Now if you have a more modern head with say two quench pads really think about your piston head design You can run more compression, or worse gas or more power with the same octane- reducing the tendency for detonation especially for a really bad chamber like the Big Block Mopar with the really bad spark plug location well also early sbc and others. On the BBM I used to take the TRW 6 pack piston and cut a D Dish in it, 0 deck or even .015 out and 67 closed chamber heads. Or welded up the chambers in the 68 and later heads then designed custom pistons which became the KB quench dome pistons Devil is in the details but worth it if you want to run 60 pbs boost or tow a heavy load cheers
cool tech
Is this the Indy Rambler 6 you're talking about?
@@joshfraley9451 right first version was a stock 199 6 block, crank, head 2ed version had a block with thicker deck and maybe cylinder walls and webs. AMC block has filled in webs from the git go. Head was a combination of later ports and early shaft rocker with a thicker deck. AMC casting crew in Mexico was awesome. Remember there was an early 232 stroke motor with a big bore giiving 252 cu in so the 4.0 jeep was not a new big deal but i wish we had 4.0 hed ports STock high nickel cast iron or ARMASTEEL cranks, no billet needed
@@jmflournoy386 , nice! A buddy of mine has the Rambler Indy engine on display in the showroom at his shop. It's a super neat deal.
@@joshfraley9451 where ? I'd like to see it single or twin turbos I only have early single turbo stainless manifold Barney held that turbo exhaust should be all bends, no straight pieces for best expansion
Flat tops with reliefs is probably the way to go
High compression with turbo ,but you need to machine quarter inch more around the exhaust valve. It's to relieve some of the heat and stop pre ignition
Depends on a lot of factors 🙂
Forged, Cast or Hypereutectic all have applications. Strength, service life, usage, etc. I don't think there is one answer.
Talking about the chevy 6 on the 250 you can use 307 v8 pistons and cut a dish just like we did with the MOPAR I do not like round dish but better than running the piston down the hole (which never works) get the flat band near to the head
Another question I ask is; What is the best material to use. IE what is stronger for a given mass, and what is most resilient to heat?
F1 have turned the clock back 80 years, they are using a type of steel in their construction
I missed the live but I'm interested to see a test of the line to line coatings on pistons. Would it reduce blow-by and increase power in a turbo motor since it is set up tight and just wears to size.
If we wanted to use high compression to increase off boost gas mileage and turbo response. What compression ratio would be ideal for 91- 93octane and 10lbs of boost with a GT45 turbo
LQ4, 706heads milled .030, roughly 10.9:1 to 11:1 compression
Would love to go over this and be able to throw the video into the discussions on the forum.
11 psi with 91-93 octane will still require a lot of timing retard, a good intercooler and dedicated cold air inlet. You might be better served to not worry about static compression and instead look at cam, intake and turbo sizing (and displacement) while keeping lower compression
For turbo application , what I target for 4v 4 cylinder , what hp&boost target (30psi), with cam and valves
Street
If fuel 93, compression ratio 9:1, flat
If fuel e85 10:1 dome
Race
Add 2pts to above
Dish piston is best for boosted engines it lowers the compression
dish pistons make less power than flat tops so the discussion was more about what each person considers "BEST"
The answer is: it depends! LOL As you outlined, you weren't given enough information to give any sort of meaningful answer.
What are your thoughts on Thermoquad engines running more compression than EFI because they chill with a good Moroso cool can as a intercooler and do you think people in Israel are pro-biggest dome possible? So much dome reference in this vid. Thanks on thoughts 🙏
My 408 I'm building has dish with valve reliefs . It's the first time I have had that type of pistons. On the live feed you said they will work with nitrous. I'm building it to eventually go to a pro charger. I had flat top before at 10.5 to one with 63 cc heads. I think stock heads are 70 cc. The new pistons say 9.25 to one with stock heads. What do you think it will be with 63. Waiting on the machine shop to install all 8 sleeves. And cam bearings. Hopefully I'll be able to use a 400 shot of nitrous.
go to Wallace Racing compression calculator on line and plug in the numbers and have fun
What up rich
Got 2000 z28 5.3 all aluminum, flat top pistons prc 799 heads ,228r 112 LS vi tor jr intake msd box. What carb u suggest?
750 edelbrock VRS
Weird question and im not sure if it would matter in the end result. Say both made the same 1000 hp. Is either a safer way to go. Less boost and more timing or more boost less timing. Assuming adjusting either on both to kind of have the graphs. Maybe is one safer for rings closing, having less heat or detonation chances ect.
U seem to have an extensive array of knowledge that could be useful to these inquiries ur getting .
The way it sounds their not elaborating the question as thoroughly as they should. I Think u already know the the fix 4 this communications dilemma. 🤔You should answer the question with a question from the sounds of it . U can only reach ur best determine conclusion by knowing what is the importance/ application /goals ur shooting 🔫 4 b4 u want 2 shoot me 4 answering this wrongly. 🤪😄3 question simplicity when asked these questions in the future. Communication complication fixed . Tho ☝️at the expence of feeling like a repetitive robot 🤖shedding the personality like A.I evaporating the soul of the huma factor along with the human race😁