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#252 (permalink) | |
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Project 1450 supporter...
Join Date: Mar 2002
Location: Pleasant Valley, CT
Posts: 7,452
Real Name: Bob Legere
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Bob
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My Flickr photos. Jan. 3, 1984 - Jan. 3, 2009, that's 25 years of this damn Opelitis! C.R.L. 9/22/69 - 12/8/99, J.M.L. 3/3/43 - 6/15/04 |
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#253 (permalink) |
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Opeler
Join Date: Apr 2006
Location: Greece
Posts: 168
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Realy???Didnt notice that before.It doesnt matter though as my nesxt head will be defenetly a chevy one for my future stroker motor.I have also ported a 2,4 head as BAMOTEC desing as best i could for a friend of mine.And when he tried on his 2,4block on an opel ascona b he was amazed with the results!!!HE said the car has 100% better thant before.Hope this help the german friends here.Cheers
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#254 (permalink) | |
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Old Opeler
Join Date: Jun 2003
Location: New Zealand
Posts: 5,686
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Rough is Best!
Polished ports 'look' good - and may even flow a little more DRY air on a flow bench - BUT when fuel droplets are added to the flow in the inlet port they produce LESS power and have to be run much richer to compensate for the liquid fuel which spreads out over the polished surface. This also leads to un-mixed lumps of fuel arriving at the valve without the necessary air to burn it! The fuel film is thought to re-enter the air flow by being re-united with the air flow by being stripped off the little peaks of the rough finish by the boundary air turbulence. The exhaust port very soon gets coated with a thin layer of carbon - which helps as an insulating layer to stop extra heat being transferred to the coolant through the port wall. A rough surface in the exhaust port helps this carbon film form and stay in place. So polishing is not only a waste of time - it is detrimental to performance!
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GTJim Opel Owner since last Century! Copyright © 2000-2009 J D Henry All Rights Reserved |
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#256 (permalink) | |
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No....its not a Buick....
Join Date: Feb 2005
Location: IL.
Posts: 1,042
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Joe
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What ...we got here...is........failure......................... to communicate.... Some men,you just cant reach...so you get what we had here last week...which is the way he wants it. Well, he gets it...I dont like it, any more than you men... |
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#257 (permalink) | |
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Project 1450 supporter...
Join Date: Mar 2002
Location: Pleasant Valley, CT
Posts: 7,452
Real Name: Bob Legere
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The plenum 'tent' is rather smooth, but by virtue of the reduction in plenum volume as well as the directional control offered by the 'tent', the air/fuel stays suspended better than with a stock unmodified intake. A stock intake tends to have lower operating vacuum as well as a 'dropped' plenum floor where fuel settles out of the incoming air/fuel mix. Bob
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My Flickr photos. Jan. 3, 1984 - Jan. 3, 2009, that's 25 years of this damn Opelitis! C.R.L. 9/22/69 - 12/8/99, J.M.L. 3/3/43 - 6/15/04 |
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#258 (permalink) |
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Opeler
Join Date: Oct 2007
Location: Rüsselsheim/Deutschland
Posts: 14
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Hello neighbour from Greece!
The left valve you have shown is the original from Bamotec, it seemed to be small modified or is it true original? And the right one is a original or modified Chevy SB valve from which manufacturer is it, Manley or S.I. or somebody else? The 2.2 valves were fusion welded together, thats right, but he 2.4 valves are one pieced, they were better and stronger for undercut use, but many friends here will use also the 2.2 valves with undercut and it will work, with a 12:1 compression ratio, 7800rpm and 230 HP! Here are some pics from my new modified 7mm stem valves from Manley, i use the #11229 severe duty for ex. and the #11250 in race series for in.! What did the cummunity think about the thickness from the head at the ex. valve as related to the heat, will it be warp or pull up in stress situation? Kyle from Manley means, the large diameter at the in. valve is the critical part, it will be tuliping, because there is more leverage at the outside edge?! Best regards Last edited by Kadett-o-Maniac; 09-27-2008 at 05:48 AM. |
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#259 (permalink) |
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Living in the past
Join Date: Oct 2005
Location: Chesapeake, Virginia
Posts: 1,372
Real Name: Lloyd
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Big valves
The intakes look fine, the exhaust valves with the "dimple" in the underside of the head displaces some cc space in the combustion chamber. For maximum compression the flat bottomed valve (like the intake) works better.
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#260 (permalink) |
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former opel racer
Join Date: Nov 2002
Location: near some glaciers
Posts: 2,863
Real Name: Jeff "Oh-Oh" Denton
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But look at the extra weight a valve would carry if not for that dished design.
Which do we need more, less weight or more compression ratio? How could you have both? Titanium valves and retainers? Perhaps. I still think Dan has the best setup so far with his small stem Ford valves, beehive springs and tiny retainers. Other than that, the best answer is to modify the stroke of the crankshaft. You just can't get enough CR with the 1.9's short stroke and a minimal dome on the piston. Unless of course you want to get away from natural aspiration. Put a little boost, even just a tiny bit, into the picture and then we no longer need most of what we know about high performance engines. Internal parts stay stock and simple, yet power output goes beyond what you could get with a whole lot of fancy parts and hard work.
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No Opels were harmed in the filming of this movie. However two Mustangs, a Pinto, and a Capri were hospitalized. One Mustang was euthanized the next morning. |
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#261 (permalink) | |
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Living in the past
Join Date: Oct 2005
Location: Chesapeake, Virginia
Posts: 1,372
Real Name: Lloyd
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Valve assembly
Last edited by tekenaar; 09-28-2008 at 01:12 PM. |
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#262 (permalink) | |
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Cunning Linguist
Join Date: Mar 2002
Location: Plano, TX 75074
Posts: 4,441
Real Name: Otto
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Exception!
To wit, my 10.6CR 2.2 with 94mm Venolia forged pistons and 2.2I/2.0E valves and RBob cam in a ported 1.9 12-bolt head and fired by '75 disti set to 10° BTDC initial, is at least one exception then . . . it has not run on anything but 87RON regular in my SSD GT since I first fired the engine about three years ago!
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1960: ♥ '61 Rekord PII 1.7 3S 3.9 ♥ '69 Kadett LS 'sprint' 1.9 3A 3.18 1970: ♥ '70 GT 1.9 4S 3.44 ♥ '72 GT 2.2SSD 5S 3.44 ♥ '72 GT 2.4FI 5S 3.44P 1980: ♥ '85 Bitter SC 3.9FI 5S 3.44P 2000: ♥ '09 Solstice GXP Coupe 2.0 SIDI VVT Turbo 5S 3.73P |
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#263 (permalink) | |
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Living in the past
Join Date: Oct 2005
Location: Chesapeake, Virginia
Posts: 1,372
Real Name: Lloyd
![]() Provided Answers: 2
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High Compression on 87 octane
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#264 (permalink) | |
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Member
Join Date: Mar 2004
Location: Paris, France, EEC.
Posts: 942
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A German racer colleague you probably know (Rene "Driftmaster") recently had problems with such reworked exhaust valves which warped under high load, So I guess there is a fine limit between very ligh valves & strong enough valve heads. I will keep my valves the way they are but gain some weight on the valve train using alu lifters from Jörg "Yellowstorm" (you know him also for sure). Meet you soon @ OHF! MfG, Hiro |
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#265 (permalink) | |
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Project 1450 supporter...
Join Date: Mar 2002
Location: Pleasant Valley, CT
Posts: 7,452
Real Name: Bob Legere
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__________________
My Flickr photos. Jan. 3, 1984 - Jan. 3, 2009, that's 25 years of this damn Opelitis! C.R.L. 9/22/69 - 12/8/99, J.M.L. 3/3/43 - 6/15/04 |
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#267 (permalink) |
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Project 1450 supporter...
Join Date: Mar 2002
Location: Pleasant Valley, CT
Posts: 7,452
Real Name: Bob Legere
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I've measured from 1450° to 1675° F (788°-912° C) degrees in the exhaust ports on a fast road CIH engine. This is the reason I originally started using split-duration camshafts and big inlet valves/small exhaust valves. As a side result the water temperature is lower and there is less fuel consumed.
__________________
My Flickr photos. Jan. 3, 1984 - Jan. 3, 2009, that's 25 years of this damn Opelitis! C.R.L. 9/22/69 - 12/8/99, J.M.L. 3/3/43 - 6/15/04 |
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#268 (permalink) | |
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1000 Post Club
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Hee Hee Hee I hear ya Bob When can we get off of the exhaust temps and look closer to the combustion temps? |
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#269 (permalink) | |
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Opeler
Join Date: Oct 2007
Location: Rüsselsheim/Deutschland
Posts: 14
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Jörg has also the 7mm severe duty valves from Manley, but his valves are at 54-56g, a little bit lighter than mine, he uses smaller radius from stem to head, theres the difference and he is also sure, that it will be run! And Rene has a few other problems, which can caused the damaged ex. valve, i phoned to him and he explain me! Ok, i know, they will be a little bit to thin on margin/head, but if i will not use them in this performance, i doesnt know, if it will work so, as the old saying goes: No risk-no fun... The only fear i have is, that they will pull up, thats the worst case and the engine has failure, then is a lot of money "down the river"... ![]() Otherwise, i will order a new set of them and turn in other/thicker measures and hope, that it will work better then! Best regards |
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#270 (permalink) | |
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Member
Join Date: Mar 2004
Location: Paris, France, EEC.
Posts: 942
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Hehe Ronny your CIH will be a very good one with Master Bauer's work! As you say reworking the valve is a risky game & Jörg likes to play this game too, On the other hand what is the real gain & is it worth the risk? Lower spring pressure thus lower friction etc that's for sure, But are you going to rev your engine beyond 9000rpm very often? My guess is that sticking to 80-90g valves with 105-110kp springs & 38g alu lifters is a reasonable mid-point until about 8500rpm, Beyond this limit the roller rockers are necessary in any case IMO. Bob what is your opinion about this valve weight issue? Hiro |
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#271 (permalink) | |
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Opeler
Join Date: Oct 2007
Location: Rüsselsheim/Deutschland
Posts: 14
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![]() No, i wouldnt turn over 8000, i think and you are right again, that 80-90g valves with 110kp springs should be enough for this rpm limit! I hope, the engine will turn very fast with this lighten valve train over 7000 rpm and hope to get the max. power between 7200-7500 and i have a high technical pretension, called "german engineering", its in my blood, i cant change it... ![]() And finally its good for the American steel industry, if i buy my parts at them, not in Germany... ![]() Best regards |
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