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Discussion in 'Engine Topic' started by Mwilson, Dec 6, 2017.
looks like he went down to .024!
Interesting to see pistons above the deck. I wonder if there are any negatives with that besides the quench deal?
Typically that means a deck that has been cut a bit much. This can cause issues with the intake manifold not sealing or needing cut to match the deck height reduction. Also can lead to valve train geometry issues so that shorter pushrods are required.
.040 is a decent number to shoot for. .035 will be good if your tune is dead on and bearing clearances stay tight. I've gone lower on some max effort N/A combos, made great power. When the ones that ran the best numbers were torn down for freshening, you would see a "shadow" of the piston on the aluminum head surface. Not an imprint, just enough to let you see the piston was right there. This was LS stuff shifting at 7k. Look up squish and quench on Google when you have multiple hours to kill. Lots of good info out there.
Agree, but a "short" deck also allows you to shave the piston tops down to get the P to H clearance right on the money, reduce valve reliefs & crevice volume, not to mention higher top ring placement, and the shorter pushrods are a positive. More work, but not all negative.
.035 will be ok from a quench standpoint. I'd check my p to v clearance either going the clay route or using a dial indicator. think as long as you're not below .070 on intake or .100 on exhaust then you're safe. best place to measure the one and the other are at 10deg BTDC and AFTDC.
talked to the local engine builder ( builds nascar stuff ) he says I'm good he said he wouldn't be worried until .032, its together now!! lol
pistons have a 1.140 compression height and I had .012 cut off the block
Where's the idle / rev video ??
intake not bolted down yet no silicone!! lol