Re: [Amc-list] Detonation

[Wrambler242@xxxxxxxxxxx]

It's actually pretty simple.
in a complex sort of way.
What happens is you use the cam profile to reduce the compression ration by altering valve timing.
In reality I got to believe you are cheating yourself though as basically you are reducing power.
It's seems to me best to get the build where you want it.
They key is how much pressure/ compression can you safely run with the fuel you want to use 
without lighting it off by pressure or heat before the spark!
You should join the strokers group and read up on the old posts.
I'm sure you want to do more reading right now ! :]
Your also in a nice warm area. You may be a good candidate to try PG coolant!
Maybe find soem of the cheaper off the shelf stuff and give it a try.
Except with the plan to rebuilt It seems like a lot of work to change out the coolant just for few months use.

I'm kind of ticked at myself. I missed a set of .o20 over 4.0L 677P pistons last week on evilbay :[
I got everything I need for the hsortblock, but pistons and rings.
Even have a good standard bore block!
Plus one Renix block that needs probably a good .030" to clean it up.
I have been looking hard for standard bore 677P or 677cp pistons with no luck at all.
None in stock anywhere.
I'm guessing either foundry issues or they have decided the negines are now old enough a standard bore piston won't sell!
  I found one used set. The guy wanted $200 for them! USED!!!
I'll bore it first!

--
Mark Price
Morgantown, WV
1969 AMC Rambler, 4.0L, EFI, T-5
2004 Grand Cherokee Laredo, 4.7L, Quadratrc II
" Chronic Pain Hurts"

 -------------- Original message ----------------------
From: Tom Jennings <tomj@xxxxxxx>
> Wrambler242@xxxxxxxxxxx wrote:
> > I'd be interested into looking into this if I was sure it would do no harm and 
> no void the remainder of my powertrain warranty!
> >    Any links to long tern studies?
> > Think about it. This would be an ideal solution to some of the compression 
> issues the low buck six cylinder strokers have.
> 
> Yeah, I wonder why pinging and coolant temperature are so linked. I know 
> combustion chamber surface temps are much higher and change faster than 
> the coolant.
> 
> I know that engines are overall more efficient at higher coolant temps 
> (195/205 than 160 for example) but that goes out the window when you 
> have to lose 3 - 6 degrees advance to avoid pinging.
> 
> My wagon (70 232, 9.5:1, the squish issue I mentioned) is particularly 
> ping/temp sensitive. Not much to do about it now, but believe me, when I 
> build the new 232, I will pay attention to it.
> 
> 
> I don't understand that much about camming and static vs. dynamic 
> compression, but it sounds like it would be worth figuring out soon!
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