The issue is.. Allowable incoming volume and incoming speed.. and incoming fuel "volume" for that "just right mixture"..
Also.. maintaining combustion chamber operation temperatures. (A BIG ONE).. a video Rod showed me years ago of one of Tommys record runs is still stuck in my head..
All of this comes from excessive "opportunity"
Volume of case to volume of opportunity.. .. its just a bad match. (PROVEN!) I dont have all the facts BUT.. dyno testing by some heavy hitters years ago PROVED that you can and will make more power with a "smaller" inlet then .350ish" (Relative to the 3.5cc engine tested).. not just power BUT RPM TOO!
If you are "reaching" for pressure to solve fuel draw issues, pressure might not be the best fix.. Truth is you can make a glo motor run VERY WELL with ZERO pressure at all... (you knew this tho.. I am sure)..
In the end.. what happens on the water and how that "fits" your performance program is all that's important.. go and do the testing.. like I did.. like many others did.. and report back your findings.
In the end.. HAVE FUN MISSING AROUND.. its all good!
Grim
I think you missed my reply 100%. LOL Hold on, my Dyslexia has to have time to process your reply!
What that means is I simply trying to converse and talk.
First, dyno's don't work in the real world as they are controlled environments and variables.
Secund, air/fuel travels faster in narrow passages, than in wider passages. fast/slow Turbulence, I'm sure you knew that tho.
Narrow passages have higher turbulence because the air/fuel mixture is leaner do to less area (Small Carb).
Wide passages have lower turbulence because the air/fuel mixture is richer do to more area (large carb).
Now filling the same combustion chamber of any engine...with two different size carb throats.
Small carb: Narrow throat/passage, Leaner air/fuel mixtures yield high rpm but torque or as you call it (power), is sacrificed.
Large Carb: Wider throat/passage, Richer air/fuel mixtures yield higher torque but rpm is sacrificed.
A stupid dyno can't determine in a controlled environment what the end user is looking for.
Someone wants to turn a de-tongued prop, a small carb would deliver high rpm where a de-tongued prop would not really need loads of stupid huge torque ratings.
Someone wants to turn a small high pitch prop, a large carb would supply the torque needed but the rpm would be lower.
depends on what someone wants and what it will be used for.
But yes it's a hobby, and I'm just curious is all. I have been out of the hobby so I never owned a SS engine during its heyday, stepping back into the hobby only to be told it wont work, has sparked a hobby, with-in a hobby, figuring out why a red carb wont run with a gold head, head, as the engines are the same just a different head and different cooling.
I was thinking because of the combustion chamber temps and insufficient cooling fins, I decided to do this see pic. A dyno didn't have to tell me that, nor did a wind tunnel.
The above is all you had to say, they overheat and go lean do to insufficient cooling fins. But you want to jack off and sound special.
I think your a cool dude but when your ready to pull your pants up and quit "Trying" to show your arses and talk like a normal person, we might get along. If not oh-well.
I built engines at the Anna Honda Engine plant, oh, for 8 years, I can get technical too but I choose to talk to people rather than try (TRY) to belittle them.
PS I was taught by the number one K&B guru in the IMPBA. He didn't rely on, lol dynos.
Keep the prop in the water and the bow up. (Hold on we might need a wind tunnel for this one)
. The red carb "doesn't suck" - but that's a bad thing not a good thing when it comes to fuel draw.
