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You start talking crazy things that look like this for large cube and rpm, 625 cfm pro stock head.

Probably head flow I don't know what those W8 heads are producing flow wise but kind of easy going from stock 200 cfm to aftermarket 300-350 cfm making 1.9-2.3 or so hp per cfm 550-800 hp but imagine gains get exponentially harder and expensive above that.

Keep us updated, keeps everyone on task :) plus it your thread post what you want.

My guess it's harder ($$$$) to get heads with enough area to spin 500 + cid engines.

Bore size is one of the ultimate main limiting factors to hp but for most were not making enough hp to overly worry about it, most aren't even pushing what a 318 bore is capable of and really a 360 bore is less than 3% bigger than a 318 bore and a 340 bore is slightly more than 3% compared to a...

Bewy, hint, to prove us wrong, All you have to prove is for same displacement the bigger piston engine generally has less psi and less psi generally by the percentage difference between the piston area. And not by some old science book but actual examples of automotive engineers or text saying...

Most of us aren't building high effort, highly competitive racing engines, and most of us aren't even close to running port sizes with those cross sections and volumes. I've never heard anyone say the X head was too much for a 340 or that the 1.88 J head was an improvement to a 340 or porting a...

Again were talking combustion psi not lbs of force.

Your thumb is not pressing down on the piston is it, it's the pressure psi from the combustion that is, which has a relatively narrow range of psi based on efficiency not displacement, average car to highly efficient race car 1000-1500 psi a Max effort Pro Stock has 1600-1700 psi.

F = P x A so the force to the crank is equal to cylinder pressure x piston area.

Fair enough Never did, your inferring that, I've larger piston gives more force to the rod and crank for a given cylinder pressure (efficiency) Again were talking force and torque, no time frame (rpm) is be discussed. The only time I've mention hp as in where talking similar hp and torque so...

True, especially what were talking shouldn't get ya all riled up, I don't believe me to be wrong but if he happens to right, I'd be **** your right my bad and carry on with the new info. Like you said none of us are experts. I don't mind, it just refreshes this information in my mind, I...

You should've read the Indicated Power part instead.

Buddy I don't call you names. You think we should change are minds just cause you say so, you think you've offered proof but you haven't nothing you have said so far is a valid argument. Not that a majority matters but not one person has agreed with you but that gives you no pause no doubt...

Here's what to do to a mild 440 8 psi of boost for 527 hp and 650 tq.

Not a power house but it's basically making peak torque a soon as you step on the gas (3000 rpm), make a nice driver.

Don't quite get the concept of percentage difference.

If you look at Bmep & Imep it only cares about overall cid, not how it was created bore stroke ratio wise.

It says peak 416 hp is at 93.75 mph and from what I can tell tq is about 440 lbs-ft @ 93.75 mph. 416 hp x 5252 / 440 tq = 4966 rpms. 360 hp x 5252 / 475 tq = 3980 rpm, 400 hp x 5252 / 360 tq = 5836 rpm. So 416 hp @ 4966 rpms, 475 tq @ 3980 rpm and power falls off at 5836 rpm. If I'm reading...

On the dyno chart peak power is about 20 mph less then where power takes a down turn, that's a lot more than 500 rpms. When I calculated rpm from peak hp and the torque at that speed it put peak hp just under 5,000 rpms.

True and also every Rpm hp % of torque is fixed eg.. Hp is 50% of tq @ 2626 rpm, hp is 150% of tq @ 7878 rpm etc.. Basically 19% per 1000 rpms.

Basically Displacement, how well you can fill it and how effectively can you change the fuels potential into rotational force per power stroke which is torque, hp is how many power strokes (torque) a minute (time) you can squeeze in (rpm).

Amount of cylinder pressure psi is how efficient your engine is, they say it's around 1000 psi for a normal average efficient engine to 1500 psi for a efficient race engine to 1600/1700 psi for a highly developed engine like pro stock. Lbs-ft per cid ranges say from one, I imagine you can go...

This might help you, pay attention to the 3rd step.

The OP is the one who said stop it, so obviously he doesn't care about why your wrong lol Here I started a thread for you. Here you go Bewy, Piston area and force.

That's like your opinion man :) Maybe were looking from the same from you. It's not instance hp cause your not factoring in stroke or displacement depending on the eg.. This formula has nothing really to do with what were talking about lol.

He asked us to stop, start another thread if you can't accept that your wrong :)

If you went with something like and Edelbrock performer I bet you would lose power, on my cousins stock car the stock 360 2bbl was better than the performer even with the weight difference.

Here's a few video's and articles for mild 318 and 360, I'm sure people are getting tired of them but I think there a good starting place for someone trying to figure out a mild combo. This one is just cam header and 4bbl on a stock low cr longblock 318...

If your going with piston zero decked most go .040" gasket for quench, I don't know if that's will give too much CR, maybe that's why the .050" suggestion.