Oh no doubt. More gear and a better convertor would fix a lot of the lack of power off the light.
But wouldnt that mostly because these would allow the engine to Rev quicker into its preferred power band?
Thats the main idea. Thats what needs to be done, thats what your supposed to be doing.
That part of the statement sounds like that’s a problem. Or a draw back hurting drivability or something.
A good modern quality converter will not be a draw back or leave you with a miserable dread spot down low. The lack of engine torque will do that by itself, not the converter.
It is hard to make suggestions to other people when ever if they give certain goals they desire no two people have the same perspective.
My idea of a hot street car is a slow joke compared to someone else's idea of a hot street car.
I agree
I love magnum 5.9's but are the magnums a legit 9:1? Every one I've pulled apart has a dished piston about .040 down below deck height?
Break out the calculators!
Agreed.
But I just think it is important to know not to trust published compression ratings when choosing other parts for a combo.
While a higher compression ratio makes the engine more efficient not only in drawing in the airfield charge, but also extracting more under the compression stroke. The problem here is, not an ideal amount of compression from where I stand at in my opinion, it’s not the end of the world.
Proof is in the pudding, correct? In that case, I guess you really have to look no father than when Dodge was entering in the new truck series back in the day. Actually, any other competitors were limited to a 9.01 compression ratio. If the race trucks are limited to this ratio, then how do you explain that making over 700 hp?!?!
The trick is airflow in airflow out!
We all know that the modern engines have superior cylinder heads. The hemi, the LS and the coyote. The current hemi engine has sold the heads that flow 300 CFM as cast. This is huge. This we all know I remember right? And this is why those engines perform so well and respond amazingly with simple camshaft changes, and basic bolt on like a better header over the exhaust manifold.
The main trick is to keep the air velocity up. This is simply not over, porting the cylinder head or putting two crate of his own head on top. If the cylinder head becomes too large for the displacement, the low and power starts to suffer while top and power starts to pick up.
Under the current offering for a magnum motor, this is pretty much impossible to do.
For the LA motor, while it’s possible, it’s more of a huge and obvious mismatch like putting a set of fully ported Indy heads or set of fully ported W9’s on a 273 engine.
There are too many people here that point to other peoples works and they themselves haven’t done jack **** and think they know what they’re talking about. Do your own investigation work which is not really here but elsewhere and pay attention, really screw eyes what’s going on. And then talk to the actual people that have been there and done that instead of the moron above.
