The end is near...
Rat Bastid, After reading through the thread I quoted from below, I have to say that I read some vitriol into your posts that might not have been there. I can't say if it was a prior bias I had or what, but after read them again you didn't seem as angry and puffed up as I remember. So I apologize and will endeavor to check my reactions to make sure I'm not reading something that isn't there.
Doesn't change that you called me a crack *****, but that's a separate issue that I plan to ignore. :)
If you asked me something you got an answer. You may not have liked it but you got one. Unless on the off chance I didn’t see it.
So if you think I didn’t answer something, ask it again. I’ll answer it.
See below quotes from the other thread.
Go back and READ what I said about respect. Read it close.
Still says to me that I have been disrespectful to you. That you hope I wouldn't be disrespectful to other experts like I have been to you. What am I missing?
If you none of what you say you aren’t above, THEN STOP ARGUING. I’ve said what’s wrong with the Hemi and it doesn’t matter if that fits what YOU do or not. It’s still a Hemi issue.
And I would still point out that based on the empirical evidence of how they run off the showroom floor, the "hemi issues" don't seem to be affecting them. Based on cost and available parts, it just makes sense (to me) to run what gives me the best I can get. I already know you don't agree, but I don't see LA motors falling out of the trees that meet my criteria for a price I can afford.
Questions from the other thread that were ignore:
What's a W8 or 9 head flow? And what do they cost? Do you have to buy a Ritter block to run them?
No answer. Other than "flow is unimportant".
Can you list for me "all the issues" an NA Hemi has? Not poking at you, just curious what those are.
Maybe answered later?
The LS head is FAR better than the G3 Hemi. In fact, most decent wedge heads are.
Can you explain that a little more? Better in what way? Packaging? Smaller valve cover?
No answer that I can tell.
So is this your "list" of issues with the G3?
Talking NA, the wedge head is always better than a Hemi. While the flow numbers look great and line of sight ports are the best you lose when the intake and exhaust valves oppose each other. Again, talking NA.
It doesn’t take long to see how the BBC just KILLS the Hemi NA. You have almost line of sight ports but the exhaust valve isn’t opposed to the intake valve. That changes overlap flow. Most people either don’t know or don’t care about overlap flow, but it’s a big deal.
Another example is the Pro Stock “hemi“ which wasn’t a Hemi. The closest that engine was to a Hemi was the skirted block. And all big blocks have that shitty design. Too bad GM copied that junk. Of course, the OE’s are more concerned with noise and stuff than actual power so there is that.
Anyway, that “Hemi” engine had issues that made it a different cat than a wedge. The skirted block is a power eater. The fix for that was machining that skirt off the passenger side of the block and building an oil pan that for the block after that was done. I also know it was 2 hours just to pull the pan and not jack it up and four hours (or more) to put it back on and get it sealed. When you pull 20 or so inches of vacuum in the engine the thing needs to be sealed tight. It was a nightmare and I saw that junk up close.
Another thing that kills the Hemi (NA) is the huge port with a short runner length. The G3 isn’t any different. Big, short port. What killed the last version of the “hemi” in Pro Stock was that short port. When NHRA passed the EFI and RPM rules, they KNEW it would kill the Hemi and they still did it.
The Hemi was some 700-800 RPM higher than the wedge headed engines. That’s HUGE. So when those two rules were passed, the big short port became a liability. You couldn’t get the manifold runner long enough with the current EFI rules so the Hemi was now way underpowered at the 10,500 RPM rule.
So this?
1. Opposing valves
2. Short ports
3. Skirted block
And at some point I remember you saying:
4. Poor combustion chamber
Of the above list, you used Pro Stock motors as your basis for why #2 and #3 were an issue. Isn't that like saying 48 tappet angle is only helpful above 8K RPM?
You can compare a G2 Hemi with a decent 440 and the 440 beats it up.
So why did the 440 disappear from NASCAR when the G2 Hemi hit the track?
And why are there no BBM's in the top 10 in 2021 ET records for the F.A.S.T. cars? The fastest BBM is 13 mph slower than the fastest Hemi and 8 mph slower than the closest Hemi.
And no reply to these questions...
I posted 4 different examples of G3 cars and the only response was "should have run W2's". You yourself said you didn't think W2's could be found new anymore in the fiasco of "highest flowing SB heads" thread. So how much do you think he would have had to shell out to get a used set, plus all the parts to swap it over? Bet he has less in his 225K G3 and still picked up time and MPH. And as you have pointed out over and over, it's the MPH that shows the HP.
I think at this point it is probably best to just part ways with this. I will say that I am walking away feeling less like you are a blow hard and more that I just couldn't communicate well enough. Your tone often put me off, but I see now that it was probably more with me than you trying to jump on me. Either way, don't think we will see eye to eye on this so better to leave it alone.
I will leave it with this though. If you go back and read everything I have said, you will find that I have said I am not say G3 only. I love the idea of a modernized LA, and I think a W2 build would be cool. I would even like to do a BB someday. Money no object, I would probably build something like what racer joe built for his Duster. Or even better, an upgraded B motor like a 451 with all the tech I can pack into it. Unfortunately, I have to live in a world where money is a sore spot.
