New 350 with FITech system...
October 26th, 2016, 02:06 PM
#1
New 350 with FITech system...
Post deleted. I'm tired of dealing with people who think no one can do anything right unless you do it their way.
Last edited by distributorguy; October 28th, 2016 at 12:15 PM. Reason: No time for condescension.
October 27th, 2016, 06:30 AM
#10
Old(s) Fart
Join Date: Mar 2007
Location: Northern VA
Posts: 47,259
One oddity I'm trying to wrap my head around...Two coolant ports at the front of the stock intake... The one on the driver's side gets up to temp a LOT faster than the one on the passenger side. In 5 minutes I was reading 175/140 from them. 5 minutes later, 195/170. They never did stabilize. Is this from the bypass hose at the water pump? Why such a big bypass???
October 27th, 2016, 04:50 PM
#14
Registered User
Join Date: Nov 2008
Location: Central Fl
Posts: 7,824
The build... .020" over with flat tops, 10.04:1 compression with #6 heads, mild flow bench work with focus on torque not hp. How so? Stock valves, but adjustable rockers. Full Comp package because one of their Extreme Energy cams had nearly identical numbers to what I designed. Which were? The difference is that they dialed it in weird, so I fixed that with a good Cloyes timing chain set. Could you explain for others please? Today I'll do a compression test to see where it lands. I expect it to be high. I was shooting for close to 200 psi cranking compression. Why would you want it so high with iron heads? Are you going to control spark with the FITech? I have 17" of vacuum at idle, right where I had hoped. I also think that the FITech's 14.3 AFR at idle may be a bit too lean for this motor as well, What are the cam specs? That will normally dictate what it will handle.
One oddity I'm trying to wrap my head around...Two coolant ports at the front of the stock intake... The one on the driver's side gets up to temp a LOT faster than the one on the passenger side. In 5 minutes I was reading 175/140 from them. 5 minutes later, 195/170. Could you have an old freeze plug stuck somewhere?
One oddity I'm trying to wrap my head around...Two coolant ports at the front of the stock intake... The one on the driver's side gets up to temp a LOT faster than the one on the passenger side. In 5 minutes I was reading 175/140 from them. 5 minutes later, 195/170. Could you have an old freeze plug stuck somewhere?
October 28th, 2016, 09:44 AM
#16
Registered User
Join Date: Nov 2008
Location: Central Fl
Posts: 7,824
When we spoke a few weeks back I got the impression that you were pretty dead set on your ideas, and this last post proves it. However let me point out where you're wrong.
You retarded the cam timing from a 106icl to a 110icl. That will HURT low end power, not enhance it.
And for such a small cam with 10.0:1 your cranking compression should be more than that. But that's a by-product of retarding the cam. As an example I have 9.7:1 static with a cam that has 14* more intake duration and I have around 180.
The only real downside to locking a distributor is typically the indexing of the rotor to the cap tower. However with most aftermarket distributors that's not normally a problem. And the benefits of doing spark electronically are too good to pass up imo. But apparently you have other ideas about that as well.
And I absolutely don't remember telling you to bias the intake that much. Maybe you misunderstood but having the intake flow that much more biased to that side won't necessarily enhance tq. There are a lot of other factors to that. I would've used more cam installed at the 106icl, that would've given you better midrange with no or little loss in the low end, you have enough compression for that.
Plus your stock iron intake is somewhat of a bottleneck there anyway, even with the milling of the divider. So with that as well as the smallish cam, enhancing the heads on the intake side will have little effect without opening up or changing the intake.
Just sayin'.
You retarded the cam timing from a 106icl to a 110icl. That will HURT low end power, not enhance it.
And for such a small cam with 10.0:1 your cranking compression should be more than that. But that's a by-product of retarding the cam. As an example I have 9.7:1 static with a cam that has 14* more intake duration and I have around 180.
The only real downside to locking a distributor is typically the indexing of the rotor to the cap tower. However with most aftermarket distributors that's not normally a problem. And the benefits of doing spark electronically are too good to pass up imo. But apparently you have other ideas about that as well.
And I absolutely don't remember telling you to bias the intake that much. Maybe you misunderstood but having the intake flow that much more biased to that side won't necessarily enhance tq. There are a lot of other factors to that. I would've used more cam installed at the 106icl, that would've given you better midrange with no or little loss in the low end, you have enough compression for that.
Plus your stock iron intake is somewhat of a bottleneck there anyway, even with the milling of the divider. So with that as well as the smallish cam, enhancing the heads on the intake side will have little effect without opening up or changing the intake.
Just sayin'.
Last edited by cutlassefi; October 28th, 2016 at 10:20 AM.
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