There is an article about this, which was also distributed by American Touge, can be read at superstreetonline.com: https://www.k20a.org/forum/showpost.php?p=3207545&postcount=15 (s. post #15). There exists the same video with an English comment done for American Touge series in episode 3.Joe M on Hot Version (Vol 85, 2007). I just stumbled across this and haven't even watched it thru...
Joe's kind of answering my post did wake me up to go more deep into it to understand why his IM and H performed like his dyno sheets showed it. They performed different in torque width and height compared to all what I've seen before in the allmotor scene. I wanted to understand why. So I started to solve engine issues here at K20a.org to learn more about the K-series engine, I learned to tune K-series engines by solving engine failures and I programed a lot of tools to calculate and simulate engines myself.JoeMcCarthy said:Elise,
Any particular reason you chose 10 degrees VTC? The engine will VERY likely never see that except on its way to the zero lock.
You go ahead and believe whatever you want to, whether its written, spoken, or whispered in your ear.
Later on he wrote to another user here...Joe McCarthy said:Signalpuke,
What I'm getting at here is this widely held misconception that a street driven engine somehow needs less air and must make less HP than an engine that's being raced. That's a totally false assumption and its leading people down a path that doesn't need to be followed.
It has to do with education and a lot of this stuff isn't readily available in commonly published books. The automotive press is absolutely horrible at this task. To read about it you'd have to pay to join the SAE and then pay for every tech paper you wanted to read, and most of that would fly right over the heads of the average guy because the SAE is an organization made up of scientists and engineers and they write at that level.
Educated people make better decisions, and I'm just trying to help that process along, whether it has anything to do with me personally or not.
He was a man of his word! This happens so many times, K20a.org counted around 500 posts of him, where around 300 of them where full of knowledge of him. Like the next one...Joe McCarthy said:The way you've been treating this machine is already straight out of the ghetto-rules handbook. If the head gasket is blown out in any way shape or form it means the engine needs to be removed, disassebled, measured, and the reason for that failure determined immediately and corrected before the engine is even started again. You've just compounded the original problem by ignoring the fact that the engine's been screaming for attention and you continued to drive it in a severely wounded condition. So now you managed to kill it completely, and its going to cost you substantially more to fix.
Right now you're at the very bottom of a really steep learning curve. Enjoy the climb.
Joe McCarthy said:Puke,
Seems I missed a couple of your questions: If memory serves me we ran about 32 degress of ignition lead with the MS109, pretty much the same as with pump gas. Best HP N/A always seems to be at 13.2-13.4:1, but that depends on the sensor to some degree so its not a value that can be written in stone.
JoeMcCarthy said:Another example of the second order harmonic beating Honda's third order manifold on the same engine. We didn't bother doing any low speed cam tuning on the 8.5 manifold test, that's the reason the curves fall off so sharply below 4,250 RPM. As you can see the RBC manifold makes the torque start falling off at 6,600 RPM but its not too bad until 7,500 where it starts falling so quickly it actually makes the HP curve go flat. This is what's happening when you feel an engine stop pulling hard, the torque curve is falling off so rapidly the engine can't continue making more HP as the RPM increases. The second order harmonic comes to the rescue in the 8.5 manifold and allows the engine to make more torque between 7,300 and 7,700 than it did between 5,700 and 7,200, and keeps the engine pulling hard all the way to 8,500. Same engine, 39 extra ponies.