Tim, and Listers,
I played that game, too, when I had the green machine in its final stages of
evolution. 12.2 to 1 compression (9/16" pop-ups on the pistons), and running
a mix of premium pump gas, acetone, and methanol. What's interesting
(disappointing, at the time) is that with that setup, it made only a few
more HP on race gas than my previous engine, which had 10.5:1 compression,
and the 10.5:1 motor would run on straight premium all day long.
If I'm going to go to the effort of building a decent engine for the Tiger,
I don't want to go overboard and end up with a detonation special, but I do
want to get maximum bang for my buck.
I know I could just keep it stock, but that's not the point...
Theo
> -----Original Message-----
> From: Ronak, TP (Timothy) [SMTP:Timothy.P.Ronak@akzo-nobel.com]
> Sent: Friday, January 21, 2000 6:58 AM
> To: 'Bob Palmer'; MWood24020@aol.com; TSMIT@isotel.com;
> rdmallory@earthling.net; Ronak, Timothy P; tigers@autox.team.net
> Subject: RE: Performance Tuning the Tiger
>
> Bob,
> I have to agree with you about the effect removing and sharp spots from
> the
> combustion area will have on detonation. The key to avoiding the excessive
> pressures is by changing where the Intake valve closes in relation to the
<snip>
> piston can build. I do know that back in the race car days we had an
> engine
> that was 14:1 (remember that car Theo .. it was blue and yellow) it made
> over 220 cranking cylinder pressure and we had to run C-14 and methanol in
> a
> 15% and 85% ratio respectively or it detonated like crazy.
> My 2 cents too,
> Tim Ronak
> B382000680
> PS: It is amazing how a well placed email gets us back on the performance
> topic....YEEHaaaww!
>
> rpalmer@cts.com
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