Looks too loose to me ..

[Chaz]

Appreciate your taking time for my questions. The 3 liter really is not a rpm motor, without major modification. I like the big cubic inch approach. No need to turn 4 liters 8000+ rpm. A 1:62 with a 34" wheel at 7k will give you all the speed you need. I have been afraid to mess with the X sleeve transfers, loosing charge out the exhaust, and lack of bottom end come to mind. I like the torque monster approach, a lot easier to keep together, than a high rpm screamer. BTW are you using Simon for your re-flash? Thanks again.

I agree 100% There is no need in trying to turn an apple onto an orange .
Big , torquey and keep the compression down to where it will run on 93 + a splash of home brew octane booster ( for piece of mind if nothing else ) .
I love the way a stock 300 will chuff along all day between five and six thousand RPM , and that's one attribute I would never want to move away from . But it's nice to have a motor that will pull a big prop from there if need be , without tying itself in a knot.
The biggest issues with going big is that all the parts are customs . Which means no short run's of " I'll take six and maybe a couple spares" . So it's always bulk , and they generally are just shy of twice the price of shelf parts .
After you have a quarter inch's worth of aluminum on the floor , you see there is not a lot of transfer port depth left . I guess the good thing about that is , since there is so much material that need's to be removed , you can make / shape / put the ports where you want them . If your not half nuts already , you will be after the time it takes with your head , hands , tools and three different lights stuck down every little nook and cranny ...
The bore gets out into the stock O-rig location , which either needs to be welded up and moved outboard , or a set of billet heads that fit the application .
PCM's , I guess I'm fortunate enough to have a pair of stock 300x box's .
Tough job writing a tune up in Wisconsin and having the parts that will swing far enough to run good in Alaska or along the equator . It would be foolish for the aftermarket to target a tune up for one , then if down the road , the motor got sold to someone in the other , it could possibly be a slug of stick in the good air .
It's not optimum , but what I will do on these motor's is use a pair of 550 cc/min injectors in 5 and 6 . The standard 470 - 495 cc/min in 1 - 4 . Use an adjustable fuel pressure regulator for a global adjustment and a potentiometer on the IAT sensor for fine adjustment . Maybe some day we can avoid having to do all that . Just download an app and adjust ICT / ICFC from your cell phone , on the fly or at Gilligan's Island ..

[vnemous]

Never happen.............your phone is to busy at Gilligan's Island taking pictures

[AZMIDLYF]

[cali kid]

I agree 100% There is no need in trying to turn an apple onto an orange .
Big , torquey and keep the compression down to where it will run on 93 + a splash of home brew octane booster ( for piece of mind if nothing else ) .
I love the way a stock 300 will chuff along all day between five and six thousand RPM , and that's one attribute I would never want to move away from . But it's nice to have a motor that will pull a big prop from there if need be , without tying itself in a knot.
The biggest issues with going big is that all the parts are customs . Which means no short run's of " I'll take six and maybe a couple spares" . So it's always bulk , and they generally are just shy of twice the price of shelf parts .
After you have a quarter inch's worth of aluminum on the floor , you see there is not a lot of transfer port depth left . I guess the good thing about that is , since there is so much material that need's to be removed , you can make / shape / put the ports where you want them . If your not half nuts already , you will be after the time it takes with your head , hands , tools and three different lights stuck down every little nook and cranny ...
The bore gets out into the stock O-rig location , which either needs to be welded up and moved outboard , or a set of billet heads that fit the application .
PCM's , I guess I'm fortunate enough to have a pair of stock 300x box's .
Tough job writing a tune up in Wisconsin and having the parts that will swing far enough to run good in Alaska or along the equator . It would be foolish for the aftermarket to target a tune up for one , then if down the road , the motor got sold to someone in the other , it could possibly be a slug of stick in the good air .
It's not optimum , but what I will do on these motor's is use a pair of 550 cc/min injectors in 5 and 6 . The standard 470 - 495 cc/min in 1 - 4 . Use an adjustable fuel pressure regulator for a global adjustment and a potentiometer on the IAT sensor for fine adjustment . Maybe some day we can avoid having to do all that . Just download an app and adjust ICT / ICFC from your cell phone , on the fly or at Gilligan's Island ..

5 and 6 do run hot. Good idea on fat injectors, not much room left for oversize at 3.999.

[Chaz]

Never happen.............your phone is to busy at Gilligan's Island taking pictures

I got a new Galaxy 8 the other day .. It seems your right , it has a better camera than my Nikon ...

Mrs. ( lovey) Howell appears interested , and she already has a pearl necklace ...

At 3.999 , it's got room to go out to ..... 4.000

[AZMIDLYF]

Chaz, the 550cc injectors will be running at a lower duty cycle but, because of size, pushing more full? The pulse width, etc. will still be the same as the 470-495s though being the PCM has not been changed?

The extra heat in the bottom 2 holes is from dilution coming in from the other holes blowing in or just because the block is hotter in that area from all the other holes having their exhaust run past?

[Snotrekie]

How about total loss and remove timing from those cylinders

[Chaz]

Chaz, the 550cc injectors will be running at a lower duty cycle but, because of size, pushing more full? The pulse width, etc. will still be the same as the 470-495s though being the PCM has not been changed?

All I can do is buy what's out there and take them to the guy we use and have him blow some junk thru them to see if they are what I already have or if they actually do have a higher cc/min value . And yes , sometimes they flow even less .. I'm not sure how they arrive at their ability to flow higher numbers . But they would have to either raise the pintle higher , or that the orifice is a larger diameter , or a little of both ...
It works like a progressive nitrous controller . Say you had a 300 HP jet spread and set the box to ramp from 50 to 100% in one second . Even though it feels like 150 HP , what's really happening is you are getting 300 HP for 50% of the time , or as you more accurately described it , pulse width modulation .
The ECU works within it's parameters . As long as the injector has the same coil resistance and there is no "last ditch" effort like an O2 sensor to check what kind of job it's doing , it will go un noticed .
The only issue I see is that most guys say that an injector is properly sized when it's running along at 85% duty cycle . Not to big that it's blubbery at idle , and not too small that it will go lean at max torque where fuel demand is at it's highest .

The extra heat in the bottom 2 holes is from dilution coming in from the other holes blowing in or just because the block is hotter in that area from all the other holes having their exhaust run past?

C - Not having the luxury of actual header pipe length ( log ) that the cylinders above it have . The bottom guys never get a column formed and the scavenging it would provide .
As well as D - all of the above ...

Snotrekie

How about total loss and remove timing from those cylinders

Total loss .. Geez , you must be old . I haven't heard that term since I set points with a match book cover ...

Funny you would mention timing ...

I kind of come from the nitrous 4 stroke world where the main thing is getting the A/F ratio right and then manipulate the timing .
Twords the end of my Top Dragster career , it was getting a lot easier to tune by the crankcase vacuum graph . If it had too much fuel or timing in it , the motor would start fluttering the rings off their seat . If the hydrocarbon ring was still just a wispff at the base , then pulling a couple degree's out would normally clean it up . As a rule , I ran 1-2* less on the passenger side bank , and 1-3* more than that on # 2 .

Two strokes seem to love fuel , up to a point . Then like everything else , they will run out of the ability to move more air and go dead rich .
Maybe down the road we will be able to give each cylinder exactly what it wants .. for now , it seems a little cost prohibitive for the average guy

Till then , it's like David Bowie says ... I've been putting out the fire ... with gasoline ..

[AZMIDLYF]

Too bad you don't have the room to shroud those bottom ports and have the adaptor/tuner become its log so to speak. Like you said though: cost prohibitive for the general population.

[Chaz]

I went with the "more direct line of sight" approach . Time will tell .
Funny you mentioned the adapter plate You can see that there is little to no color on the left side . Rightfully so since it's the short turn radius . Perfect place to put half a megaphone . Air has a hard enough time going around a corner without the bottom falling out from underneath it .



If one bass-ackwards ski slope is good , two has gotz to be better ...
I don't know if it's comical or just down right sad that this is the kind of stuff that's put out there .


And is it me , or does it look like they went .. >
Hey Goober , what can we use fer the exhaust pipe on this here tuner ...

Welp ... we still got us some of that 4" channel iron left over .. all we gotta do is face two pieces together with some 1/2" tweenst em .. an ya gotz you a 3.0L racin exhaust ..

[powerabout]

maybe like an OMC, all the twists and turns dont seem to hurt till about 7000rpm?

[AZMIDLYF]

Budget ran out by that time...

Guess it leaves more opportunity for the creative minds that be...

[Chaz]

maybe like an OMC, all the twists and turns dont seem to hurt till about 7000rpm?

Ginger or MaryAnn ... ???

Budget ran out by that time...

As poorly as they are cast and machined , they must have broke the bank before they started ..

[powerabout]

Merc following OMC, if it will only ever go to 6000, we dont need to pay much attention

[Chaz]

Yes , how foolish of me . Somehow I thought they both still took pride in their work ..