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RE: Racing fuel and 948 race engine Sun, 10 Nov 2002 08:22:17 -0800

To: jleclainche@cox.net (Jacques Le Clainche)
Subject: RE: Racing fuel and 948 race engine Sun, 10 Nov 2002 08:22:17 -0800
Date: Mon, 11 Nov 2002 06:06:28 -0500 (EST)
Cc: spridgets@autox.team.net
Thankyou, Jacques-

Having been to your website, I've seen
this Bugeye and it is one beautiful car.
Especially interesting to me is the
cold air box set-up. Taking the engine
compartment heat out of the induction air
temperature just makes for that much
more power to the rear wheels in terms
of the ability to advance timing accordingly.

It is amazing the compression ratios which can be had superimposed upon
30 degrees of advance when one uses
octanes suitable/compatible.

But this is the same experience I had
when dialing in the timing on a stock
1275 '67 Sprite using a Judson blower.
As long as I used a leaded grade of
CAM2 who's numbers were similiar
to C12 or Turbo Blue 115, I could run
the stock advance curve on this stock
8.8-1 ironhead, figuring at least a 4 pt.
increase in effective compression ratio
at 6 psi.

It is also interesting that the engine would
run better at high rpm on a gasolne who's
"heavy load" octane number (MON) was lower, rather than higher. As with
human
beings, there is no accounting for "tastes"
in engines either, obviously!! :)

With your kind permission I would like
to forward your post to the midgetsprite/
judson yahoo lists as an example of 
what it takes in terms of octanes to successfully run high compression
ratios
with 30 degress of ignition advance without the danger of overheating
due
to pre-ignition/detonation bought on by
higher than normal combustion temperatures due to insufficient
octanes for the effective compression
ratios of low pressure supercharging
with vane type blowers considering their
compression heating characteristics with
respect to the temperature of inducted
air.

I am sure the guys would find it very
informative and instructive, just as I
do.




Cap'n. Bob (Ret'd)
      '60 Frog

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