[fredio54]

with regard to the fe - fe-dohc thing, i was just pointing out that other people in the future may be mislead by this ambiguous name calling. is the 3 on your keyboard really that hard to reach?

"tell me how heavy rods and crankshaft, heavy hydraulic lifters and valve retainers make this engine suitable for N/A RPMs"

please leave the crank off of this list, yes reciprocating mass is bad, however the only thing a heavy crank does is add more inertia to the engine, just like the flywheel bolted to the end. the lifters are likely fine to 8k or even a bit more with the stiffer springs(that dont fit properly), and have you weighed that retainer lately, compare that figure to the valve itself. not nearly as signifigant. as the valve is it? so we are left with the rods... with better bolts they will take 8k just fine, however if going further a lighter set of expensive titanium ones would be preferable.

9k or even 8.5k is just not necessary to make 200hp, only required if trying to make say 240odd... and thus the rods will do nicely. pistons probably should be changed, but even those would probably hold on ok at 8k.

arguing about intake manifolds is just not going to work for us, i keep saying "independent throttle bodies are the way to go" , and you keep saying "the std manifold wont be any good", these two statement boil down to the same thing.

knife edgeing isnt necessay at 8k either, it isnt even necessary at 9k. a better designed windage tray, and oil scraper would be just as effective.
i would be looking to balance the crank anyway, so theres no big deal there.

those giant journals arent just there for the power stroke you know, they have to contend with the acceleration at the bottom of the stroke just as much as at the top, now although the forces on the big end at tdc are partially balanced rod inertia vs. combustion pressure, at bdc things are not so rosey. they wont be wasted.

the rod ratio will be just fine the way it is. although improvement could be made, it isnt feasable to do it inside an fe-dohc block, it would be better to do it the hard way and use the f2 block if longer rods were a requirement. all that is required to do that is have the head drain holes welded over, and fittings installed in the side of each, and in the sump, or dry sump tank to take the oil in.

so in summary the bare minimum to get a good amount of power would be 275deg cams, stiffer valve springs, new pistons with 11:1 comp, a decent extractor system with tuned to rpm lenbgth runners, some mild porting, and ITBs hanging off of the side. 8k with this setup should yeild 200 hp, and keep a grin on the front of the drivers face.

once again, laminar flow is the default, it occurs all the time, all over the place, have you heard of a peak flow meter? you blow through it, and it measures... now what happens when you have some mucous in your throat? your potential flow rate falls through the floor. because turbulence sets in earlier, and regardless of how hard you blow, you cannot get it higher. have you ever seen a hydraulic jump? water (but not necessarily) travelling down a stream at a certain speed meets a corner, and when it does, turbulence breaks out, and at that instant, the water goes up vertically, and then moves more slowly and with lots of swirls at a much greater depth. quite something to see on a big scale. obviously in a cylinder head, the "stream" has a contained top, thus when turbulence does break out, the same flow rate isnt maintained, and airflow suffers. the entire object of porting is to put off that point of turbulence, by eliminating those sharp edges that start it occuring in the first place.

the lower the viscosity of the fluid(in this sense it includes gasses) you are studying the later the onset of turbulence will be. this has to do with the inter molecular forces in the outer layers of the flow.

i dont believe that i have been rude, just stating fact and opinion rather than vague statements about a perfectly suitable engine being no good for NA power. i agree that the fe3, and most other dohc direct actuation engines rock with forced induction, however fi is the easy option, and it also will rock when someone(probably dutch, hes serious enough) puts together a good package.

please dont polute this thread any more. once again, its about providing info on what is possible, and how to go about it, not about saying it shouldnt be done.

peace indeed.

Fred.