has any body used a f-246 with the torque power manifold or any similiar cam like the previous thead were they used a smaller cam and any known results or any dyno results
I'd imaging it'd work well. F238's seem to run out @ 6300rpm ish.4Vman said:I wonder how a F238 and torquepower manifold (port matched) with 4V heads would go? both cam and manifold seem to be limited to 6000 rpm?
Yeah, you are probably right. The set up still favours the hirise. Maybe adjusting gears, stally and tune to be optimum for the TP too would make it fairer. We'll just have to wait for some keen guys to try.brenx said:I know someone that has tested one. 11.4 no torque power 11.8/11.9 with. Remove the torque power and back to 11.4's.
[edit]What happened due to it falling over with the gearing it had. He simply ran out of rpm. doh!
Use TFC if you can, i had stock 4v f-246, a holley strip dominator and a rooted bottom end, it made 226rwkw.silver fox said:has any body used a f-246 with the torque power manifold or any similiar cam like the previous thead were they used a smaller cam and any known results or any dyno results
Hey soverign, welcome to the forum :hy:soverign said:hi Russ,yea it's good to be here...there's some good info on this forum...
one of the most important fundamentals to remember with making your car go faster is TRANSIENT RESPONSE...this is a direct correlation to torque,and this is the stuff that accelerates your car faster...this can be gained by doing many things to the engine/chassis...
eg..higher rpm converter,not only can this allow you to leave the line faster,by locking the driveline up at a rpm where your engine is making more torque...but also in keeping your engine in that range between gearchanges...
unlike a manual gearbox car...you can leave the line at a rpm in your higher torque range,but when you change gears the driveline locks solid as soon as you release the clutch,and does not flare up quickly to the higher torque range and accelerate..it has to pick some rpm up first before it gets to it..
thats why with a manual,you have to build an engine in a higher rpm band and/or use lower gearing in the box and/or diff..
this is ONE if the reasons why INTENDED APPLICATION of the car is important...
these soughts of things will help determine the way that the cylinder heads ,camshaft and carburetor need to be modified...
once you get a handle on how the engines "support sysyems" work,and how they effect the engine as a whole,then you will start to realise how much power some of the under rated engine parts can help produce...