Hipster
I'm Awesome
Static sometimes referred to as mechanical is just that the sum of the parts assembly. Dcr in short is the cylinder pressure the engine sees. It's closely tied to the intake valve closing point but the other valve events and cam specs matter. Some engines achieve over 100% volumetric efficiency so cylinder pressures through the rpm range is a moving target. I generally do a compression test. It gives me a baseline I can relate to. L31 has pulled off 230 lbs. cranking compression. I've had stuff get temperamental about fuel in the mid to upper 190's psi range but was also not working with Vortec chambers and using slightly more aggressive cam profiles.This info is starting to become more than I have learned in the past.|
I believe I grasp the differences between static and dynamic compression, but am unable to see the end result effect, or the negative result.
I was thinking that the almost stock nature of the parts used ,would result in a engine that would be stock like in power, reliability and tuning. Maybe resembling something closer to a LT1 cammed, 1995 Roadmaster, iron head LT1?
Has my choice of parts/machining creating an unsuitable or unrealible combonation?
I didn't think you were anywhere near 10cr much less over, but i wasn't thinking about you swapping the dished pistons for flat tops. The best I was able info I was able to find for tbi pistons when I was looking years ago was 22+ cc volume spec, some info wa 24cc where you got 5cc. Huge difference.
"stock like in power, reliability and tuning." If that really what you want, shelve the go fast your trying to get to. Others may not agree but I would run the numbers with .039 hg see where they land, over 9cr put it together with the stuff on hand and go have fun. By time you get bored you'll be efi tuning guru. The higher the cr the more critical the tuning becomes.