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Trust me yo need I on the intake side.. You need to raise the seat
pressure but not the open pressure or the valve will bounce a lot when
it returns to the seat ruining the valve and valve seat and can in
extreme cases cup the valve increasing the installed height and ending
up with a burned intake valve or explosion in the manifold.. You may not
see it but that does not make it not real..
Dave
-----Original Message-----
From: land-speed-bounces+ddahlgren=snet.net@autox.team.net
[mailto:land-speed-bounces+ddahlgren=snet.net@autox.team.net] On Behalf
Of drmayf
Sent: Monday, December 10, 2007 5:00 PM
To: Elon
Cc: land-speed submit
Subject: Re: [Land-speed] Finally an LSR Question
Elon wrote:
>
I am sort of ambivalent about this. Here is why. On the intake stroke
the vlave is open so no added spring pressure is needed. On the
compression stroke, no added spring is required because the cylinder
pressure overcomes that. On the exhaust stroke, for a turbo there is
pressure in the cylinders even after the stroke is completed, so high
possibility that bo added sprng is needed then either. And of course,
on the power stroke the chamber/cyliner pressures are fairly high so no
added spring is needed then either. So while, I don't think it hurts to
add a pound or two to the spring rate, the very short times where valve
overlap might occure and need spring pressure increase is really a short
timep period. Really short. That's fora turbo car. On a supercharged
car, the idea is to remove the burbed junk as rapidly as possible and
with as littl eback pressure as you can possibly have. So the end of the
exhaust stroke might need some added rate, but the othere seems to
pretty much follow the same reasoning?
mayf
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