darin morgan and joe mondello answer BBF's questions

[Darin Morgan]

Originally Posted by big block fiero

Looks like the big dogs are at go fast news, welcome darin morgan.

I think it is safe to assume that based on the success that you have, that the engine building practices you prescribe are prooven to be true in a pro stock and pro mod motor and there is much to be learned from that which then serves as a benchmark of comparison. Some on this forum have seen things that differ from your experience on other different types of motors so the comparative design difference is important and is to some a focus of further study. could you tell us a few things that we could use to further compare the physics of what happends inside a dynamic racing engine. From this we may then be able to see some generalizations that point the way twards a greater understanding. Things like valve temputures requiring different fuel droplet size at the carbs, ect.

I know you desire the best vaporization possible but is this right from the carb then through-out the engine or less at the carb (big droplets) but more vaporization as possible as it reaches the cylinder? another-words, I am wondering if larger droplets are more volumetric efficient to make more power but as long as you can somehow vaporize these droplets in the cylinder before combustion occurs and with flows that prevent the plug from wetting. Mabe this was the point that you were making and the reason for all the extreme in cylinder vaporization techniques. yes? no?

I now talked to a guy that said he believes that horsepower per cubic inch record as discussed was a warren johnson motor.

Thanx for posting and I look forward to any of your future posts.
Matt kneen, mpls mn.

At any one time the so called "world record" for the most HP/cid changes hands from one builder to another. No one person could ever claim it for long. To date, I feel that the engine from Greg Andersons shop and Larry Morgan's shop are on top right now. Not that the rest are far behind or anything.

As far as sharing information on the wet flow testing and the results from that testing go, I am an open book. Ask the question and I will do my best to answer it. Its now midnight and I just got off an air plane so I will try and write about this in depth and give you opinions on the matter tomorrow.

[hotrod]

Darin (nice to see you over here) - I have a question for you on wet flow.

On most of the EFI systems at high rpm they inject onto the back of a closed intake valve to get enough Injector Duty Cycle to meet fuel demands. I am curious on your tests did you get any clear indications about what happens to pooled fuel during the first 0.010 of valve lift? Does it just hose down the cylinder wall next to the valve or is it blasted into a finely atomized mist during this period.

I am thinking this is the period most likely to wet down the surface of the combustion chamber and the piston crown and am curious where or if dimples on a specific area of the combustion chamber (ie just outside the intake valve seat) might help get this fuel blast properly atomized and suspended in the intake charge on the EFI systems.

Larry

[Stan Weiss]

I think that even wet flow testing cannot give all the answers. As I ask Lloyd Creek earlier in this thread about heat cycle of the intake valve. In wet flow testing the closed intake will not have the heat of a running engine to be absorbed by the pooled fuel.

[Stan Weiss]

Originally Posted by Lloyd Creek

Hello Stan,

Valve relief & piston shape had a major effect on flow #s as piston and valves get closer. Stan I'll give you a call.

Lloyd Creek
Creek Flow Management

Hello Lloyd,
I am out of town this week until next Monday. When I get be back home, I will PM you my contact information.
Stan