Runner Intake Piston

RPM RWHP RWTQ FWHP FWTQ FW VE CFM CFM Speed Green Field
2,000 95 250 112 294 1.08 54 188 9,840 Yellow
2,100 104 260 122 306 1.12 59 205 10,848 VE = HP/(displacement*rpm*Com
2,200 113 270 133 318 1.16 65 223 11,906 Runner CFM = RPMxFWTQ/1079
2,300 122 278 143 326 1.20 70 240 13,013 Intake CFM = CIDxRPMxVE/3464
2,400 130 285 153 335 1.23 75 257 14,169 based on 28" water
2,500 132 278 155 326 1.20 76 261 15,374 VE Calc Data
2,600 134 270 157 318 1.16 76 264 16,629 30.05
2,700 144 280 169 329 1.21 82 284 17,933 302
2,800 155 290 182 341 1.25 88 305 19,286 9.3
2,900 166 300 195 353 1.29 95 327 20,688
3,000 177 310 208 365 1.34 101 350 22,139 650
3,100 186 315 219 371 1.36 106 367 23,640
3,200 195 320 229 376 1.38 112 385 25,189 600
3,300 203 323 238 379 1.39 116 400 26,788
550
3,400 210 325 248 382 1.40 120 415 28,436
3,500 220 330 259 388 1.42 126 434 30,134 500
3,600 230 335 270 394 1.44 131 453 31,880
3,700 240 340 282 400 1.47 137 473 33,676 450
3,800 250 345 294 406 1.49 143 493 35,521
3,900 262 353 308 415 1.52 150 517 37,415 400

HP,TQ,CFM
4,000 274 360 323 424 1.55 157 541 39,358
350
4,100 281 360 331 424 1.55 161 555 41,351
4,200 288 360 339 424 1.55 165 568 43,392 300
4,300 295 360 347 424 1.55 169 582 45,483
4,400 302 360 355 424 1.55 173 595 47,623 250
4,500 302 353 355 415 1.52 173 596 49,813
4,600 302 345 355 406 1.49 173 597 52,051 200
4,700 307 343 361 403 1.48 175 605 54,339
4,800 311 340 366 400 1.47 178 614 56,676 150
4,900 315 338 370 397 1.46 180 622 59,062 100
5,000 319 335 375 394 1.44 182 630 61,497
5,100 318 328 374 385 1.41 182 628 63,982 50
5,200 317 320 373 376 1.38 181 626 66,515
5,300 318 315 374 371 1.36 182 628 69,098 0
2,

2,

2,
5,400 319 310 375 365 1.34 182 629 71,730
0
0
0

4
0
0

8
5,500 322 308 379 362 1.33 184 636 74,412
5,600 325 305 383 359 1.32 186 642 77,142
5,700 326 300 383 353 1.29 186 643 79,922
5,800 326 295 383 347 1.27 186 643 82,751
5,900 326 290 383 341 1.25 186 643 85,629
6,000 326 285 383 335 1.23 186 643 88,556
6,100 325 280 383 329 1.21 186 642 91,532
6,200 325 275 382 324 1.19 186 641 94,558
6,300 324 270 381 318 1.16 185 639 97,633
6,400 323 265 380 312 1.14 185 638 100,757
6,500 322 260 379 306 1.12 184 635 103,930
6,600 320 255 377 300 1.10 183 633 107,153
AVG 2-4.8k 211 318 249 375 1.37 121 417
AVG 2k-6k 243 316 286 372 1.36 139 481
AVG 2k-6k 254 310 298 365 1.34 145 501
The above FWHP & FWTQ use 15% correction factor for a T5 car
For automatics and to use 25%, type the word "auto" in this box ->
 = Fields to "enter" values
= Calculation (No Entries!) Piston Speed = Z = N2 × S (1 + (1 ÷ 2n)) ÷ 2189
= HP/(displacement*rpm*Comp Ratio/53888.54868) 100,000 ft/sec/sec is a safe max
nner CFM = RPMxFWTQ/10798
ake CFM = CIDxRPMxVE/3464
sed on 28" water
Piston Speed Data
Atmos. Press. Stroke (Inches)(N) 3.00
CID Rod Length (inches)(S) 5.09
CR Rod-Stroke Ratio (n) 1.7

650 650

600 600

550 550

500 500

450 450

400 400
HP,TQ,CFM

350 350

300 300

250 250

200 200

150 150

100 100

50 50

0 0
5,
2,

2,

2,

3,

3,

4,

4,

4,

5,

6,

6,
0
0
0

4
0
0

8
0
0

2
0
0

6
0
0

0
0
0

4
0
0

8
0
0

2
0
0

6
0
0

0
0
0

4
0
0
rpm

Column D Column E Column H

 650

600

550

500

450

400

350

300

250

200

150

100

50

0
6,

6,
0

0
0
0

4
0
0
 Fuel _ HP Calcs

Green Field = Fields to "enter" values NOTE: All HP values are Flywheel
Yellow = Calculation (No Entries!)
HP Calculator Brake Specific Fuel Consumption (BSFC)
Curb weight of car = 3327 (88 Vert 5spd)
Added Weight = 20 (subs,cage,etc) Note:
Weight Driver/Passenger = 210 Fuel requirements must be based upon flywheel horsepower.
Gallons of gas = 10 (5.8-6.5#/gal) Drivetrain losses must be made up for by engine horsepower.
Weight of Gas = 62
Total Car Weight = 3619
1/4 mile Elapsed Time = 13.30
1/4 mile MPH = 102.5

HP Formulas (5.82)cubed x (car weight)

ET based HP = (E.T.) cubed = 304
Speed based HP = (.00426 x mph)cubed x weight = 301

ET for a HP = cube root(5.825 cubed) x (weight)/(HP)

Enter HP (weight used from above) = 350
Est.ET=cube root((5.825cubed)xweight/RWHP) 12.69 Pete Jackson Gear Drive ET Calculator
(Assumes some tire spin & clutch slip) Enter 1/4 MPH Traction = 100% 96% 93% 100% = No gain attainable
Stick car drivetrain losses normally 11-13% 250-350HP, 15-18% 350-500HP 103 ET = 12.35 12.86 13.38 (Possibly too much gear)
Automatics vary depending on trans and converter (Between 90-125) (traction = tire spin & clutch/converter slippage) 96% = Nominal ET (About right)
93% = Power loss
Calculating EFI Injector and Fuel Requirements (More gear, traction loss,etc)
Injector Size = ( FWHP 303 X 0.500 BSFC) / (number of injectors) 8 X 0.9 (Injector Duty Cycle) = 21.0
Every 10°F coolant temp below 190°F (to 170°F) the EEC increases pulse width 2% BSFC - .5 N/A, .6 turbo,.65 supercharge,.70 Nitrous (Normal Range =.8 to .9 )
Change Flow Rating by Altering Fuel Pressure = Square root (new pressure 42 / 39 old pressure) X 19 Inject rating = 19.7
(Stock 19# injectors can support up to 300 HP at 39# pressure and up to 330 HP at 60#) (Stock 19# injectors are rated at 39 psi)
Maximum Obtainable Horsepower = 24.0 Inj. Flow X 8 # Injctr's X 0.8 / 0.56 BSFC = 274

Fuel Pump Test Summary (Lph) (5.0 Mustang Sept. 2001 "Fuel Stream Ahead) Current Boosted HP Estimator
Pump (Lph) Type 12v 13.5v 17.5v -- (Boost-a-pump volts) HP Boost New HP New ET MPH
Weldon inline 296 353 441 250 6 352 12.7 108
Walbro 255 in-tank 212 232 307 270 6 380 12.3 110
Bosch 216 inline 171 207 280 302 6 425 11.9 115
Airtex inline 144 182 244 This is a rough estimate of the potential power gain from
Walbro 155 inline 129 159 219 supercharging or turbocharging and uses the weight entered above in
Walbro 190 in-tank N/A 143 205 the "HP Calculator" column.
Walbro 155 in-tank N/A 136 199
 CID = 302 VE (Decimal) = 0.80 Determining Runner Length
L = Runner Length L = ((EVCD x .025 x V x 2) / (RPM x RV)) - ½D
EVCD = Effective Valve Closed Duration
EVCD = 720 - (advertides duration @ .006" - 30 or 20) Street Cam Runner Length = 15.1
(use 30 for a race orineted cam and 20 for street cams) Race Cam Runner Length = 14.7
RV = Refelctive Wave Value Other Methods of determination
(Use RV = 3 and if runner length is too short use 4, Chrysler 50s mild Flat tappet = 12.9
this selects which reflected wave harmonic to tune for) Chrysler Update street roller = 12.4
RV = 3 Boden/Shector Peak TQ @rpm = 14.9

V = Pressure Wave Speed (1,300 fps) Recommended TB Runner Size

D = Runner Diameter D = Sqrt (CID x VE x RPM) / (V x 1130)
RPM = Max usable rpm = 6,500 TB Runner Inch Diameter = 2.78
VE (Vol Efficiency) = TB Runner mm Diameter = 70.6
To calculate the average diameter for a square Plenum Volume
runner, input the runner ID dimensions below: For engines operating in the 5,000-6,000 rpm
Runner Height 2.00 range, plenum volume should be about 40-50%
Runner Width 1.20 of total cylinder displacement. For higher rpm
Square Runner Area = 2.40 ranges closer to 7,000-7,500 rpm, the plenum
Radius of Equivalent Circle = 0.874 will need to be 10-15% larger.
Equivalent Runner Diameter = 1.75 CI Volume 5,000-6,000 rpm = 136
Cubic Centimeters (cc) = 2226
Advertised Cam Duration @ .006" 272 CI Volume 7,000-7,500 rpm = 156
EVCD Race Cam = 478 Cubic Centimeters (cc) = 2560
EVCD Street Cam = 468 Intake runner Taper
Runner Inside Diameter (from above) 1.75 To be effective, there should be between 2%
and 5% increase in runner area over the
runner length. This is often not feasible outside
the lower intake in some cases does not help that
much as other design variables far out-weigh it.
 EFI
PM x RV)) - ½D Performer 1.02" x 1.85" 1250 - 1.20"x2.00" 14.5"
RPMI 1250 - 1.20"x2.00" 13.25"
RPMII 1.16" x 2.00" 2.58sqin section 1250 - 1.20"x2.00" 13.25"
Victor 5.0 1.16" x 1.96" 1262 - 1.28x2.100 11.5"
Victor 351-W 1.20" x 2.00" 2.94sqin section 1262 - 1.28x2.100 12.5"
Holley SM I 1.14" x 2.11"
TF Street Heat 1.20" x 2.00" 15"
TF Track Heat 1.20" x 2.00" 14" gen1, 13" gen2
TFS - R 1.20" x 2.00" (1.38" x 2.38" @ upper) 12.2"
TF 351-W 1.20" x 2.00" (1.38" x 2.38" @ upper) 13.3"
Carb
Performer 302 .90" x 1.90"
Performer 351-W 1.10" x 1.80"
RPM 302 1.05" x 1.86"
000-6,000 rpm RPM 351-W 1.12" x 1.86"
e about 40-50% RPM Air Gap 302 1.04" x 1.85"
For higher rpm RPM 351-W Air Gap 1.07" x 1.88"
m, the plenum Victor Jr 302 1.08" x 1.90" (1.25 x 2.10 max port)
Victor Jr 351-W 1.10" x 1.90" 2.70sqin section
Super Victor 302 1.18" x 2.00" 3.1sqin section
Super Victor 351-W 1.18" x 2.00" 3.2sqin section

between 2%

feasible outside
does not help that
far out-weigh it.
 idle - 5,500

1,500 - 6,500
7,500
7,500

idle - 6,200 75mm

1,500 - 6,700 75mm
2,500 - 7,250 75mm
1,000-6,200 75mm

idle - 5,500
idle - 5,500
1.500 - 6,500
1.500 - 6,500
1.500 - 6,500
1.500 - 6,500
3,500 - 8,000
3,500 - 7,500
4,500 - 9,000
4,500 - 8,500
Figuring Cross-Sectional Area Needed Figuring FPS based on RPM and CA
Bore 4.0300 Bore 4.030
Stroke 3.2500 Stroke 3.250
RPM 6250 RPM 6250
CA 2.400
CA required 2.400 Feet per Second 485

Figuring RPM based on CA and FPS Calculated area based on FPS and RPM
Bore 4.030 Bore 4.030
Stroke 3.250 Stroke 3.250
FPS 485 RPM 6250
CA 1.710 FPS 485

RPM limit 4453 Calculated Area 2.400

Calculate FPS based on Pitot reading Calculate FPS with Flow CFM and CSA
Pitot tube reading in "H20 28 CFM at 28"H20 500
Cross-Sectional Area 1.71
Calculate FPS 350 F.P.S. 701.75
 200
Valve Diameter 1.850 190
Test Pressure " H2O 28.0 180
146 170
160
150
Discharge Effective Actual 140
Lift Measured Flow coefficient flow area flow area 130
0.200 58 0.342 0.397 1.162 120
0.300 121 0.476 0.829 1.743 110

flow
0.400 159 0.469 1.089 2.324 100
0.500 186 0.439 1.274 2.905 90
0.600 190 0.373 1.302 3.485 80
0.700 195 0.329 1.336 4.066 70
0.800 195 0.287 1.336 4.647 60
0.900 0 0.000 0.000 0.000 50
1.000 0 0.000 0.000 0.000 40
avg 157.7 0.388 2.253 2.905 30
20
10
0
 200 1.4
190
1.3
180
170 1.2
160 1.1
150
140 1
130 0.9
120
0.8 Column B
110
flow

100 0.7 Column C

90 Column E
0.6
80
70 0.5
60 0.4
50
40 0.3
30 0.2
20
0.1
10
0 0
Column B
Column C
Column E
V8 Compression Calculation
Cylinder Bore
Gasket Bore
Stroke
Head Gasket Thickness (compressed)
Deck Height (Distance piston "in hole" - neg values mean piston is out-of-the-bore)
Head Volume (cc) HV =
Variable Volume = Piston Dish (cc) VV =
Variable Volume = Piston Valve Reliefs (add all - cc) VV =
Variable Volume = Piston Dome (cc) VV =
Variable Volume = Valve Pocket (cc) VV =
Variable Volume Total = (cc)
Gasket Volume (GV in cc) = Bore (in) x Bore (in) x 12.7 x Head Gasket Thickness (in) GV =
Below Deck Volume in cc = Bore (in) x Bore (in) x 12.7 x Deck Height (in) DV =
Piston Displaced Volume = Bore (in) x Bore (in) x Stroke (in) x 12.7 PV =

Compression Ratio = (GV+DV+HV+VV+PV)/(GV+DV+HV+VV)

Green Field = Fields to "enter" values

Yellow = Calculation (No Entries!)
 4.00
4.10
3.00
0.047
0.000
58.5
0
6
0
0
6
10.03
0
609.6

9.18
Green = enter value in cellTrans Gear Shift RPM Resultant
RPM RWTQ RWHP Gear Ratios Final Ratios Reduction 1st-2nd RPM
2,000 250 95 1st 3.35 11.89 4,000 2,304
2,200 256 107 2nd 1.93 6.85 1.74 4,200 2,420
2,400 265 121 3rd 1.29 4.58 1.496 4,400 2,535
2,600 274 136 4th 1 3.55 1.290 4,600 2,650
2,800 285 152 5th 0.68 2.41 1.471 4,800 2,765
3,000 289 165 5,000 2,881
3,200 292 178 Axle Ratio 5,200 2,996
3,400 300 194 3.55 5,400 3,111
3,600 302 207 The axle gear does not change the trans gear 5,600 3,226
3,800 299 216 reduction at shifts - it is a constant in all gears. 5,800 3,341
4,000 296 225 Higher ratios multiply the the final ratio and 6,000 3,457
4,200 293 234 enable the faster application of torque. 6,200 3,572
4,400 286 240 6,400 3,687
4,600 280 245 6,600 3,802
4,800 271 248
5,000 261 248
5,200 251 249
340
5,400 238 245
320
5,600 224 239
5,800 210 232
300
6,000 200 228
6,200 190 224 280
6,400 180 219
6,600 170 214 260
Resultant Torque

240

220

200

180

160

140

120

100
Row 7
Row 3

Row 8

Row 9
Row 4

Row 5

Row 6

Shift RPM

Column J Column M
 100
120

Row 3

Row 4

Row 5

Row 6

Row 7

Row 8
Column J

Row 9
Column M
Shift RPM
 Resultant Shift RPM Resultant Resultant Shift RPM Resultant Resultant
HP 2nd-3rd RPM HP 3rd-4th RPM HP
110 4,000 2,674 145 4,000 3,101 171 INSTRUCTIONS:
121 4,200 2,807 152 4,200 3,256 186 Use your dyno curve to p
132 4,400 2,941 164 4,400 3,411 195 fields in the far left colum
138 4,600 3,075 168 4,600 3,566 204 transmission and axle da
150 4,800 3,208 178 4,800 3,721 211 The "Shift RPM" and "Re
158 5,000 3,342 190 5,000 3,876 220 will then populate to sho
165 5,200 3,476 200 5,200 4,031 225 be at after the shift. Now
171 5,400 3,609 207 5,400 4,186 232 data and insert the HP y
178 5,600 3,743 212 5,600 4,341 238 after shift rpm in the "Re
186 5,800 3,877 220 5,800 4,496 243 The graph will show the
200 6,000 4,010 225 6,000 4,651 246 curve after the shift and
205 6,200 4,144 230 6,200 4,806 248 experimenting with shift
212 6,400 4,278 235 6,400 4,961 248 higher than your peak H
216 6,600 4,411 240 6,600 5,116 249 to maximize average HP
If you cannot rpm 10% o
maximize the average H

The best shift point is a b

want to wind the engine
hit maximum average HP
want to shift too short an
HP curve.
Row 7

Row 13

Row 14
Row 12
Row 8

Row 9

Row 15
Row 10

Row 11

Row 16

Shift RPM

Column J Column M Column P

 Row 7

Row 8

Column J
Row 9
Column M
Shift RPM

Row 10
Column P

Row 11

Row 12

Row 13

Row 14

Row 15

Row 16
INSTRUCTIONS:
Use your dyno curve to populate the green
fields in the far left column. Then enter your
transmission and axle data in the next column.
The "Shift RPM" and "Resultant HP" fields
will then populate to show what rpm you will
be at after the shift. Now, go to your dyno
data and insert the HP you made at that
after shift rpm in the "Resultant HP" column.
The graph will show the shape of your HP
curve after the shift and you want to start
experimenting with shift points that are ~10%
higher than your peak HP point. You want
to maximize average HP over the usable rpm range.
If you cannot rpm 10% over the HP peak, then
maximize the average HP.

The best shift point is a balancing act. You don't

want to wind the engine too far beyond peak HP to
hit maximum average HP, but you also do not
want to shift too short and fall too far down the
HP curve.
Ideal Header Sizing
Area of Primary Pipe = RPM × Motor Size ÷ 705,600 (assumes 18ga walls - .049")
Pipe ID2 = RPM × Motor Size ÷ 705,600 ÷ .7854
ID = (RPM × Motor Size ÷ 554,177).5
Pipe ID2 = RPM × Motor Size ÷ 554,177
ID = (RPM × Motor Size ÷ 554,177).5
OD = (RPM × Motor Size ÷ 554,177).5 + .098” Calculate Header Primary Length -

Ideal Primary Length CID RPM Tube OD Ideal Primary Length

46" 302 5,500 1.5" 43.3"
42.5" 302 6,000 1.5" 39.7"
39.2" 302 6,500 1.5" 36.6"
36.4" 302 7,000 1.5" 34"
34" 302 7,500 1.5" 31.8"
39.5" 302 5,500 1.625" 37.3"
36.2" 302 6,000 1.625" 34.2"
33.4" 302 6,500 1.625" 31.6"
31" 302 7,000 1.625" 29.3"
29" 302 7,500 1.625" 27.3"
34" 302 5,500 1.75" 28.6"
31.2" 302 6,000 1.75" 26.2"
28.8" 302 6,500 1.75" 24.2"
26.75" 302 7,000 1.75" 22.5"
25" 302 7,500 1.75" 21"
26" 302 5,500 2.00" 39.1"
23.9" 302 6,000 2.00" 35.9"
22" 302 6,500 2.00" 33.1'
20.5" 302 7,000 2.00" 30.8"
19.1" 302 7,500 2.00" 28.7"
50.8" 331 5,500 1.5" 30"
46.6" 331 6,000 1.5" 27.5"
43" 331 6,500 1.5" 25.4"
39.9" 331 7,000 1.5" 23.5"
37.3" 331 7,500 1.5" 22"
walls - .049") 302 Motor CID
6500 Max RPM
Race 1.98 O.D. Street 1.78
Race 1.88 I.D. Street 1.69

r Primary Length - http://www.thedirtforum.com/headercalc.htm

rimary Length CID RPM Tube OD

331 5,500 1.625"
331 6,000 1.625"
331 6,500 1.625"
331 7,000 1.625"
331 7,500 1.625"
331 5,500 1.75"
331 6,000 1.75"
331 6,500 1.75"
331 7,000 1.75"
331 7,500 1.75"
331 5,500 2.00"
331 6,000 2.00"
331 6,500 2.00"
331 7,000 2.00"
331 7,500 2.00"
347 5,500 1.75
347 6,000 1.75
347 6,500 1.75
347 7,000 1.75
347 7,500 1.75
347 5,500 2.00"
347 6,000 2.00"
347 6,500 2.00"
347 7,000 2.00"
347 7,500 2.00"
Calculating Piston Speed
Z = N2 × S (1 + (1 ÷ 2n)) ÷ 2189 Z = Piston Speed in Ft/Sec/Sec
Z= 96,089
RPM 6,250
Stroke (Inches)(N) 3.00 A safe limit for “Z” is about 100,000 f/s squ
Rod Length (inches)(S) 5.09 this will cause ring flutter with 1/16” compres
Rod-Stroke Ratio (n) 1.7

Long-rod motors (“n” = 1.75 to 2.1-1) will have the piston closer to TDC than the short-rod motor at any point between 90° BT
will have the piston closer to BDC than the long-rod motor at any point between 90° BBDC & 90° ABDC

Short-rod motors have slower piston movement upwards away from BDC on the compression stroke, and will capture
This makes them more tolerant of extended (late intake closure) cam timing.
ston Speed in Ft/Sec/Sec

mit for “Z” is about 100,000 f/s squared, although .

ause ring flutter with 1/16” compression rings.

motor at any point between 90° BTDC & 90° ATDC. Short-rod motors (“n” = 1.4 to 1.75-1)

n stroke, and will capture more mixture at the same point of intake valve closure.
Use .006" or .050" Lift Data in the Duration Cells ICL = Intake Center Line,ECL = Exhaust Center Line
ICL = 115 Stock 85-88 cam ICL = 116 Stock 89-93 cam
ECL = 115 .444/.444 lift ECL = 115 .444/.444 lift
Installed Advance 0 Installed Advance 0
Intake Duration 266 Intake Duration 276
Exhaust Duration 266 Exhaust Duration 266
Lobe Seperation 115 Lobe Seperation 115
IVO (BTDC) = (ICL - (Dur/2)) + (Installed Advance) IVO (BTDC) = (ICL - (Dur/2)) + (Installed Advance)
= 18 = 22
IVC (ABDC) = ((Dur - IVO) - 180) IVC (ABDC) = ((Dur - IVO) - 180)
= 68 = 74
EVO (BBDC) = ((ECL + (Dur/2)) - 180) + (Installed Advance) EVO (BBDC) = ((ECL + (Dur/2)) - 180) + (Installed Advance)
= 68 = 68
EVC (ATDC) = ((Dur - EVO)) - 180) EVC (ATDC) = ((Dur - EVO)) - 180)
= 18 = 18
Overlap = 36.0 ((I Dur/2)-ICL)+((E Dur/2)-ECL) Overlap = 40.0 ((I Dur/2)-ICL)+((E Dur/2)-ECL)
ICL = 113 My 88 Cam ICL = 110 Crower 15511
ECL = 112.5 ECL = 118 (4° advance ground in)
Installed Advance .050" events Installed Advance .468/.486 lift
Intake Duration 267 219 Intake Duration 278 218
Exhaust Duration 262 212.5 Exhaust Duration 282 224
Lobe Seperation 112.5 Lobe Seperation 114
IVO (BTDC) = (ICL - (Dur/2)) + (Installed Advance) IVO (BTDC) = (ICL - (Dur/2)) + (Installed Advance)
= 20.5 = 29
IVC (ABDC) = ((Dur - IVO) - 180) IVC (ABDC) = ((Dur - IVO) - 180)
= 66.5 = 69
EVO (BBDC) = ((ECL + (Dur/2)) - 180) + (Installed Advance) EVO (BBDC) = ((ECL + (Dur/2)) - 180) + (Installed Advance)
= 63.5 = 79
EVC (ATDC) = ((Dur - EVO)) - 180) EVC (ATDC) = ((Dur - EVO)) - 180)
= 18.5 = 23
Overlap = 39.0 ((I Dur/2)-ICL)+((E Dur/2)-ECL) Overlap = 52.0 ((I Dur/2)-ICL)+((E Dur/2)-ECL)
ICL = 110 270H-R14 (35-310-8) ICL = 110 270AH-R14 (35-304-8)
ECL = 118 (4° advance ground in) ECL = 118 (4° advance ground in)
Installed Advance .533/.544 lift Installed Advance .533/.533 lift
Intake Duration 270 Intake Duration 270
Exhaust Duration 276 Exhaust Duration 284
Lobe Seperation 114 Lobe Seperation 114
IVO (BTDC) = (ICL - (Dur/2)) + (Installed Advance) IVO (BTDC) = (ICL - (Dur/2)) + (Installed Advance)
= 25 = 25
IVC (ABDC) = ((Dur - IVO) - 180) IVC (ABDC) = ((Dur - IVO) - 180)
= 65 = 65
EVO (BBDC) = ((ECL + (Dur/2)) - 180) + (Installed Advance) EVO (BBDC) = ((ECL + (Dur/2)) - 180) + (Installed Advance)
= 76 = 80
EVC (ATDC) = ((Dur - EVO)) - 180) EVC (ATDC) = ((Dur - EVO)) - 180)
= 20 = 24
Overlap = 45.0 ((I Dur/2)-ICL)+((E Dur/2)-ECL) Overlap = 49.0 ((I Dur/2)-ICL)+((E Dur/2)-ECL)
ICL = 110 XE264HR (35-308-8) ICL = 110 XE264HR (35-349-8)
ECL = 118 (4° advance ground in) ECL = 118 (4° advance ground in)
Installed Advance .533/.533 lift Installed Advance .512/.512 lift
Intake Duration 266 Intake Duration 264
Exhaust Duration 270 Exhaust Duration 270
Lobe Seperation 114 Lobe Seperation 114
IVO (BTDC) = (ICL - (Dur/2)) + (Installed Advance) IVO (BTDC) = (ICL - (Dur/2)) + (Installed Advance)
= 23 = 22
IVC (ABDC) = ((Dur - IVO) - 180) IVC (ABDC) = ((Dur - IVO) - 180)
= 63 = 62
EVO (BBDC) = ((ECL + (Dur/2)) - 180) + (Installed Advance) EVO (BBDC) = ((ECL + (Dur/2)) - 180) + (Installed Advance)
= 73 = 73
EVC (ATDC) = ((Dur - EVO)) - 180) EVC (ATDC) = ((Dur - EVO)) - 180)
= 17 = 17
Overlap = 40.0 ((I Dur/2)-ICL)+((E Dur/2)-ECL) Overlap = 39.0 ((I Dur/2)-ICL)+((E Dur/2)-ECL)
haust Center Line Yellow = Calculation (No Entries!) Green Field = Fields to "enter" values
Stock 89-93 cam ICL = 115 Cobra cam
ECL = 121.5 .479/.479 (1.7 RR)
Installed Advance 0
Intake Duration 270
Exhaust Duration 270
Lobe Seperation
)) + (Installed Advance) IVO (BTDC) = (ICL - (Dur/2)) + (Installed Advance)
= 20
IVC (ABDC) = ((Dur - IVO) - 180)
= 70
r/2)) - 180) + (Installed Advance) EVO (BBDC) = ((ECL + (Dur/2)) - 180) + (Installed Advance)
= 76.5
EVC (ATDC) = ((Dur - EVO)) - 180)
= 13.5
((I Dur/2)-ICL)+((E Dur/2)-ECL) Overlap = 33.5 ((I Dur/2)-ICL)+((E Dur/2)-ECL)
Crower 15511 ICL = 108 Crower 15510
(4° advance ground in) ECL = 116 (4° advance ground in)
Installed Advance 0 .531/.531 lift
Intake Duration 275 212 @ .050"
Exhaust Duration 275 212 @ .050"
Lobe Seperation 112
)) + (Installed Advance) IVO (BTDC) = (ICL - (Dur/2)) + (Installed Advance)
= 29.5
IVC (ABDC) = ((Dur - IVO) - 180)
= 65.5
r/2)) - 180) + (Installed Advance) EVO (BBDC) = ((ECL + (Dur/2)) - 180) + (Installed Advance)
= 73.5
EVC (ATDC) = ((Dur - EVO)) - 180)
= 21.5
((I Dur/2)-ICL)+((E Dur/2)-ECL) Overlap = 51.0 ((I Dur/2)-ICL)+((E Dur/2)-ECL)
270AH-R14 (35-304-8) ICL = 110 XE270HR-14 (35-351-8)
(4° advance ground in) ECL = 118 (4° advance ground in)
Installed Advance .512/.512 lift
Intake Duration 270
Exhaust Duration 276
Lobe Seperation 114
)) + (Installed Advance) IVO (BTDC) = (ICL - (Dur/2)) + (Installed Advance)
= 25
IVC (ABDC) = ((Dur - IVO) - 180)
= 65
r/2)) - 180) + (Installed Advance) EVO (BBDC) = ((ECL + (Dur/2)) - 180) + (Installed Advance)
= 76
EVC (ATDC) = ((Dur - EVO)) - 180)
= 20
((I Dur/2)-ICL)+((E Dur/2)-ECL) Overlap = 45.0 ((I Dur/2)-ICL)+((E Dur/2)-ECL)
XE264HR (35-349-8) ICL = 113 my 88 cam .050" events
(4° advance ground in) ECL = 112
Installed Advance 4
Intake Duration 219
Exhaust Duration 212.5
Lobe Seperation 112.5
)) + (Installed Advance) IVO (BTDC) = (ICL - (Dur/2)) + (Installed Advance)
= 0.5
IVC (ABDC) = ((Dur - IVO) - 180)
= 38.5
r/2)) - 180) + (Installed Advance) EVO (BBDC) = ((ECL + (Dur/2)) - 180) + (Installed Advance)
= 43.5
EVC (ATDC) = ((Dur - EVO)) - 180)
= -11
((I Dur/2)-ICL)+((E Dur/2)-ECL) Overlap = -9.3 ((I Dur/2)-ICL)+((E Dur/2)-ECL)
Volume - Pressure Index Calculations

Description

Limit of engine speed based on the stress of

the reciprocating components
P = piston speed in fpm, S = stroke in inches, R = engine rpm
Method of calculating max RPM based on the
point of fastest piston acceleration - takes into
account rod length (longer rods improve the
safe RPM slightly)

Z = piston speed in fps/s, N = rpm, S = stroke inches, n = rod-to-stroke ratio

Calculate piston positions
SE = effecctive stroke, S = Full Stroke, R = rod length, A = crankshaft angle degrees ABDC 0-90 degrees
Nominal cylinder volume
VN = nominal cylinder volume, B = bore, S = stroke
Effective cylinder volume
VE = effective cylinder volume, B = bore, SE = effecctive stroke
Nominal compression ratio
CRN = nominal compresion ratio, VN = nominal cylinder volume, VC = chamber volume
Effective compression ratio
CRE = effective compression ratio, VE = effective cylinder volume, VC = chamber volume
Chamber volume
VC = chamber volume, VN = nominal cylinder volume, CRN = nominal compression ratio
Absolute cranking pressure
CP = cranking pressure, CRE = effecctive compression ratio, AP = atmosheric pressure
Gauge pressure
GP = guage pressure, CRE = effective compression ratio, AP = atmospheric pressure
Volume pressure index
V/P = volume pressure index, CP = cranking pressure, VE = effective cylinder volume, N = number of cylinders
 Bore 4.00
Stroke 3.00
Rod/stroke ratio 1.70 Total VN
Rod length 5.09 301.59
Atmospheric pressure 14.70 Total VE
# cylinders 8 277.50
Max rpm 6250
Formula
P S
P=S×R÷6 3,125 3.00
nches, R = engine rpm Z N

Z = N2 × S (1 + (1 ÷ 2n)) ÷ 2189 69,280 6250

stroke inches, n = rod-to-stroke ratio SE S

SE = (S ÷ 2) + R + ((S ÷ 2) × cosA) - SQRT ((R 2) - ((S ÷ 2) × sinA)2) 2.76 3.00
R = rod length, A = crankshaft angle degrees ABDC 0-90 degrees VN B
VN = B2 × S × .7854 37.70 4.000
e, S = stroke VE B
VE = B2 × SE × .7854 34.69 4.000
e, SE = effecctive stroke CRN VN
CRN = (VN + VC) ÷ VC 9.99 37.70
nominal cylinder volume, VC = chamber volume CRE VE
CRE = (VE + VC) ÷ VC 9.27 34.69
= effective cylinder volume, VC = chamber volume VC VN
VC = VN ÷ (CRN - 1) 4.19 37.70
ylinder volume, CRN = nominal compression ratio CP CRE
CP = (CRE1.2 × AP) 212.85 9.27
ive compression ratio, AP = atmosheric pressure GP CRE
GP = (CRE1.2 × AP) - AP 198.15 9.27
compression ratio, AP = atmospheric pressure V/P CP
V/P = CP × VE × N × .3% 354.40 212.85
nking pressure, VE = effective cylinder volume, N = number of cylinders
Enter data in these fields

Cylinder VN
37.70
Cylinder VE
34.69 effective swept volume, i.e.
intake valve closing event @ A below

R
6250
S n

3.00 1.70

R A
5.09 38.50 (piston position ABDC)
S
3.00
SE
2.76
VC
4.19
VC
4.19
CRN
9.99 (find this two rows above to the left)
AP
14.70
AP
14.70
VE N
34.69 8