I don't have much quench right now at .053".Paul Wright said:This is just a mathematical equation using best case parameters. In the real world it's more like 25-30 hp for every point of CR increase, however the cam must be compatible with the CR. As noted, on a SBC the squish distance is important.
Ok, good to know. Money may be better spent on a new short-block.Paul Wright said:You mentioned milling your heads. If you mill more than .010" you'll have intake manifild fit and port alingment problems. It's important to mill the intake to fit the new stack up height.
There are benefits to angle milling the heads. There are airflow gains possible from rolling the heads to a lower angle than 23 degrees but the cost and skill level for this project is "expert" category.
Paul; I was just rereading this tread today and came across the above quote you had posted(pg. 6 post #88) that I find very interesting.Paul Wright said:As far as the octane booster comment above, I think that gets very expensive to keep a case of booster handy. Not very practical for a street car. Jet fuel? Yeah, right.
If you are talking about JP5 Jet fuel (as in airplanes) here's a quote I found:
Diesel and Jet fuel (along with kerosene) have, indeed, terrible octane numbers; typically about 15-25 "octane". They tend to ignite easily from high compression. Their use in a gasoline engine will quickly destroy the engine.