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. :)
See below quotes from the other thread.
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?
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:
No answer. Other than "flow is unimportant".
Maybe answered later?
No answer that I can tell.
So is this your "list" of issues with the G3?
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?
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.
Part two because this takes as long as I though it would.
As to why the LS is a better starting point than the G3 is laid out in the above post. With the exception of the skirted block (the skirts reduce NVH…Noise, Vibration, Harshness) the LS has none of the issues outlined above that the Hemi does.
GM used the skirts for NVH. IMO that’s a bad thing but todays consumer is soft and weak so any little thing that doesn’t feel like Prius turns them off.
One more thing about the Hemi chamber and then I’ll move on. The question is why did Chrysler build the Hemi on a 4.25 bore rather than use the 4.320 of the 440 and reduce the stroke to maintain the same displacement? At that point you could have used a B block rather than the RB block and it would have been a lighter, tighter package and certainly would have made more power.
Well, because as the bore gets bigger so does the chamber. When you already have a bathtub sized chamber a king it any bigger just kills power.
And in ASSCAR, the Hemi was far more developed than the BBC was. The 426 wasn’t the first hemi Chrysler developed. They had the 392 to expand on. Had ASSCAR allowed both engines to develop and compete the wedge would have overcome the Hemi and history might be different.
Of course, GM also had no answer for the Daytona body. That was a big deal.
As to lifter bank angle, a 48 LBA will show gains over the 59 LBA well below 8k RPM. Chrysler went cheap *** on the LA when they used the Poly’s LBA. It was a cost savings and nothing more.
Of course when max engine speeds are 5500 RPM and most of those engines that were used as daily transportation never saw the high side of 4k, and the camshaft was so milquetoast that that LBA didnt really matter much. Use more aggressive lobes and the LBA gets more critical right quick.
As for the W2 head and availability that is THE issue. They should still be being made but they aren’t. Indy makes two versions that are close enough to the W2 that you can use those. And they are aluminum. If you don’t port the living hell out of them they don’t leak. If you start with the small port and try to make them the big port they will leak. The answer is but the right port the first time.
If I missed something or didn’t make it clear, let me know.
