Yeah Thom that is an excellent point. The bottom line, we have no way to prove the claims without testing both theories. We can cite car after car that helps us dis-credit the other's opinon but ultimatley the only way to be proven correct is out of our means. I could easily cite a 997 (Porsche) putting out 440-450 to the wheels and being rated at 480 but once again it is pointless.

Hey Armlocker, I know this is the Shortblock portion of your build but do you plan to "Re-Cam" the motor?

 

Cass waits for Terry or Go-fast to come in and drop the math knowledge to end this debate and get back to building the engine.... DIY style, since the OP likes to do it that way

 

LOL Cass. Nice pics.

fyi im not doing the build myself, I just want to have an understanding of everything i want the machinists to do before going in so i know what questions to ask etc.

So far nobody would lighten/mod the crank. What about ion or thermal treatments etc etc. Money out the window?? Im well aware these things arent necessary, just wanted to hear what steps could/should be done to improve the bottom end.

 

Coating the pistons is a good idea. There are thermal coatings for the top, and coatings for the skirts to help with lubrication/slip

Tom

 

I guess what I am saying is that I think you are full of ****..... you are the very first person I have ever come across that thinks drivetrain loss is held at a constant number, despite increasing HP with power adders like a turbo.

Edit:
I can't believe I am having this debate with a person that lists "kinetix" in his sig.... pathetic

 

I wouldn't (and didn't) worry about lightening the crank because structurally there is too much at stake. As far as knifing it, I guess it would be ok but I tend to stay away from being the first guy to try these type of things.

 

Pathetic huh... I didn't buy a Dodge Stratus!

 

you have no idea what you are talking about...

 

Sorry ArmLocker, I've set him to ignore and hope we have killed your thread.

 

Drivetrain losses (primarily due to friction and resulting in heat), are the result of input force times the coefficients of friction between surfaces. Hence I believe a percentage of engine torque is a practical (if not wholly accurate) means to express the loss. To simplify this to a constant value is just wrong, as Ziv pointed out, though perhaps not with the best example.

 

RC, I accept that I mis-worded that post, but my main contention was the parasitic drag equation that would be best applied to drivetrain loss will not be a flat "%" across the board as Whp increases. That's it!

Now back on thread topic please.

 

in head 'ima change mah teoray to sund smartarz'

 

Qute... not quite but qute.