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Old 04-03-2013, 10:31 PM   #7486
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Jim, the new LS3, 376 cu. in. Chevy has 10.7 compression. I believe this is as a result of the direct cylinder injection, and it runs on 92 pump gas. So the good CR is back again, and this should give us some pretty decent mileage.
I wonder how they handle the pinging without lead, maybe a water injector or something. I wonder how they can warrant an engine with that kind of compression, surly it won't last 6 years like the lower compression engines will. They must know something I don't. That engine should do pretty doggone good in the HP department.

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Old 04-03-2013, 10:39 PM   #7487
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I wonder how they handle the pinging without lead, maybe a water injector or something. I wonder how they can warrant an engine with that kind of compression, surly it won't last 6 years like the lower compression engines will. They must know something I don't. That engine should do pretty doggone good in the HP department.
One of these days I will have to check into the tech reasons for this Jim. But I suspect it will have something to do with the near perfect control of the air/fuel mixture with the latest FI systems, along with the perfect firing time at any given RPM and throttle level.

And let's not forget that the motor in question has 8 coils, one for every cylinder, and no distributor to get in the way of misfiring. Nothing like a little high-tech factory stuff to teach us old gaffers a trick or two! It's all this electronic gadgetry.

Remember when the MSD ignitions first came out Jim? They had some method of allowing the compression itself to be involved with the firing of the cylinders. Damned if I can remember how that worked now, it has been over 20 years since I had one.
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Old 04-03-2013, 11:02 PM   #7488
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These new cars are way over my head, working on them is unreal, a good mechanic now days needs to be about the size of a pigmy with little bitty hands. I got to replace Judy's water pump on her 2000 Nissan Altima you should see how close it is to get in there.
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Old 04-04-2013, 07:16 AM   #7489
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I wonder how they handle the pinging without lead, maybe a water injector or something. I wonder how they can warrant an engine with that kind of compression, surly it won't last 6 years like the lower compression engines will. They must know something I don't. That engine should do pretty doggone good in the HP department.
Jim,

It is for several reason but many of which cocobolo mentioned.

Better atomization of the Air/Fuel mixture allow for high compression ratios without creation of hot spots inside the combustion chamber. Best combustion chamber design, fuel atomization, fuel delivery, cylinder head design (and cooling system), and Fuel Injection management.

They are smart little beasts now but I agree....sum *****es to work on.

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One of these days I will have to check into the tech reasons for this Jim. But I suspect it will have something to do with the near perfect control of the air/fuel mixture with the latest FI systems, along with the perfect firing time at any given RPM and throttle level.

And let's not forget that the motor in question has 8 coils, one for every cylinder, and no distributor to get in the way of misfiring. Nothing like a little high-tech factory stuff to teach us old gaffers a trick or two! It's all this electronic gadgetry.

Remember when the MSD ignitions first came out Jim? They had some method of allowing the compression itself to be involved with the firing of the cylinders. Damned if I can remember how that worked now, it has been over 20 years since I had one.
Got an MSD on my 5.0 to this day. Great little box and the Sprint cup cars still run the digital boxes.

The coil over DIS systems don't necessarily delivery more joules to the spark plug but they are more simplistic, easier to control, don't require as much dwell time, and allow for finer tuning and isolation when there is a misfire issue.

Techs today can't diagnose much unless the computer tells them what is wrong...
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Old 04-04-2013, 10:22 AM   #7490
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Jim,

It is for several reason but many of which cocobolo mentioned.

Better atomization of the Air/Fuel mixture allow for high compression ratios without creation of hot spots inside the combustion chamber. Best combustion chamber design, fuel atomization, fuel delivery, cylinder head design (and cooling system), and Fuel Injection management.

They are smart little beasts now but I agree....sum *****es to work on.



Got an MSD on my 5.0 to this day. Great little box and the Sprint cup cars still run the digital boxes.

The coil over DIS systems don't necessarily delivery more joules to the spark plug but they are more simplistic, easier to control, don't require as much dwell time, and allow for finer tuning and isolation when there is a misfire issue.

Techs today can't diagnose much unless the computer tells them what is wrong...
I guess in a lot of ways the high tech stuff is better than the old days, I sure know I don't miss setting the points every time I turn around or replacing the condenser and plugs. Things have gotten a lot better I have to say. But I do miss the simplicity of working on a truck or car where you could actually sit inside the hood to work on them and be able to reach everything without taking half the engine off to get to one thing.

Well some of the old ones did have a few hard to get to things the best I remember. Remember the 59 Ford starter, motor mounts on a 59 olds, plugs in a 65 Chevy II with a 396 and so on.
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Old 04-04-2013, 02:15 PM   #7491
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.....plugs in a 65 Chevy II with a 396 and so on.
But then, how many of us shoehorned a big block into the confines of a Chevy twice engine bay!
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Old 04-04-2013, 06:04 PM   #7492
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But then, how many of us shoehorned a big block into the confines of a Chevy twice engine bay!
Well, me.
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Old 04-04-2013, 11:44 PM   #7493
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But then, how many of us shoehorned a big block into the confines of a Chevy twice engine bay!
Not only that I done before and I did allready done with 3208 Caterpiller engine on 1 tonne Ford pick up truck.

If any one want to know how big this 3208 engine is .,,, 636 CID or 10.7 liter and weight in about 1500 lbs

This is much bigger than 454 BBC is.

And I have done installed 7.6 L DT466 IHC engine in Chevy pick up truck it was not too bad have to extend the front clip a bit plus a fancy work on firewall panel.

Merci,
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Old 04-04-2013, 11:48 PM   #7494
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Not only that I done before and I did allready done with 3208 Caterpiller engine on 1 tonne Ford pick up truck.

If any one want to know how big this 3208 engine is .,,, 636 CID or 10.7 liter and weight in about 1500 lbs

This is much bigger than 454 BBC is.

And I have done installed 7.6 L DT466 IHC engine in Chevy pick up truck it was not too bad have to extend the front clip a bit plus a fancy work on firewall panel.

Merci,
Marc
That would weigh nearly 3 times as much as the big block. What did you need to do to the front suspension to keep it from breaking?
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Old 04-11-2013, 01:38 PM   #7495
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and I thought my 8.3 litre diesel was a big one. I does manage to move my Grumman quite well though.
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Old 04-11-2013, 09:15 PM   #7496
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Did it slip by without anyone noticing? Congratulations on making it to page 500!
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Old 04-11-2013, 11:42 PM   #7497
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That would weigh nearly 3 times as much as the big block. What did you need to do to the front suspension to keep it from breaking?
I just beef it up and got some of the parts it came off from the Ford Schoolbus which they did came with longer leaf spring and stronger one to support the weight and it kinda odd the longer leaf spring did give me more smoother ride than the old short leaf springs it oringally came in.

It was very tight fit in the truck not much room to wiggle around but got it in.

That was one of few toughest one I have done so far. Good thing the frame was allready set up for large YE ( large Ford gaz motours ) so it was not too bad but make a new crossmember to handle larger oilpan.

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Old 04-11-2013, 11:54 PM   #7498
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Man that is impressive to get that many mules with propane. I am an old 60s mechanic, a lot of new things for todays engines that I don't know about. I had a 440 magnum in a dodge but it never had that many horses, I think mine topped out at 390 with a six pack (3 duces). It never made sense that I could run a stock 327 Chevy with a number one grind vet cam with a duel line Holly double dumper and come out with 327 HP and all I could get out of a stock 440 was 390 HP.

5K, man I need to go back to building engines again.
Bonjour Bigjim.,

It is more than I expected to be I thought it will be in mid to upper 500 CV ( HP ) range and you notced the RPM is low due I keep it streetable and it alot more duraable than the screamer is.

The Chrysler 440 engine the only major quirk was the stupid exhaust manfold it kinda pretty restrictive on flowage so I did make homemade exhaust manfold it was heckva better than the stock verison plus much strighter than it was.

But once I got it running it did have very smooth low 490-500 RPM idle I know that is low but have very good oil pressure so that is not a issue but by time you hit about 1200 to 1500 RPM the turbocharger allready running pretty good speed with good boost pressure. ( this set up is blow thru mixer ) so you can see why it kick in very smooth no sudden power kick in.

Merci,
Marc
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Old 04-12-2013, 12:54 AM   #7499
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and I thought my 8.3 litre diesel was a big one. I does manage to move my Grumman quite well though.
That is nothing what I used to run before just try a locomovite engine on the tugboat.,

3000 CV ( HP ) @ 900 RPM W.O.T. ( wide open throttle )

V-12 engine with special rating

Model : 645-12 seires engine

Total engine size 7860 CID ( apx 115 liters )

Bore / Stroke 9 1/16 bore , 10 inch stroke

Engine weight 24000 lbs with standard turbocharger.

slow but loud but smooth.

But burn about 165 gallons of #2 per hour per engine ( that tugboat have twin engine )

Merci,
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Old 04-12-2013, 12:37 PM   #7500
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Oboy, that's a bunch of horsepower. Most of the local tugs on the west coast have between around 500 and 1,200 horsepower. They are mostly used for either towing log booms or the big chip barges.

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