DIESEL_POWER
NGM Diesel
Sorry, i missed your post
Roller Rockers?
- Thread starter Cummins610
- Start date
Sorry, i missed your post
JERONIMO
i use to pull tractors
Nat gas/ LP cylinder head.
DIESEL_POWER
NGM Diesel
Any one see our roller rocker bump in the new DP mag? i've gotten a huge response!!
BigBadDodge
New member
zstroken
For $$$ your name here
DIESEL_POWER
NGM Diesel
When the ports are not big enough you become port limited, flow will drastically slow down.
Flow @ .250-.350 are typically where the biggest CFM gains will be, BUT the flow should not stop there.
What size valves do you have?
Higher rocker ratio's WILL increase CFM and flow into and out the cylinder head.
IF you post a flow sheet i can tell you appox what you will gain with a ratio or two higher rocker.
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DIESEL_POWER
NGM Diesel
One other question, How were the heads flowed?
Vaccum, or pressure?
Vaccum, or pressure?
WUnderwood
Moderator
Let me get this straight, you don't have any data to post up for YOUR roller rockers.
dyno sheet?
flow numbers?
data logger?
boost?
drive pressure?
Just a simple 'I have roller rockers for sale, they work!, but I don't have any data to back up what I say.'
Typical Wade:nail:
dyno sheet?
flow numbers?
data logger?
boost?
drive pressure?
Just a simple 'I have roller rockers for sale, they work!, but I don't have any data to back up what I say.'
Typical Wade:nail:
SCHOOL BUS
DLRA T-O
I did tests on banks rockers and they are better. But no you can't have any useful information. But they are the best. Believe me.
DIESEL_POWER
NGM Diesel
William, when you have Innovative engine components that no one else has, most all of that information becomes proprietary information. Just as Schied, Haisley, and Enterprise does, so will I. They wont post this information, nore will I.
Besides, These rockers are for high end builds, not 15 second 1/4 mile Smoke Belchers.... :hehe:
Now since that had nothing to do with the question asked by Ron, lets get the thread back on track!
SCHOOL BUS
DLRA T-O
He's not asking for your suppliers phone number to get the designs from him. Just info to prove they are beneficial.
DIESEL_POWER
NGM Diesel
That would be completly acceptable, but because he comes across like a wanna be street thug i wont as much as give him a issue of the latest diesel power mag that featured them in the new products section....
Come on read the freaking thread, ive posted a lot of bennificial info...Besides that it's Common since.:bang
Everyone on this forum Knows i go out of my way to help and explain things engine realted, if you cant understand it after i explain/discuss it, well....:redx:
So baggin on me makes no since, i post more info on here than i would say anyone, in the CR world!
RonA
Active member
The reason I asked is that looking at the numbers for the intake at .300 lift I see "A". At .400 lift I see "A x 1.011", at .500 lift I see "A x 1.035".
On the exhaust, at .300 lift i see "B". At .400 lift I se "B x 1.115", at .500 lift i see "B x 1.13".
That a gain on the intake of only 1.1% going from .3 to .4 lift, and only 3.5% going from .300 to .500 lift.
On the exhauset There is an 11% gain from .3 to .4 and a 13% gain going from .3 to .5.
Seems like .4 lift (stock rockers) would be hard to improve on.
I am not trying to argue with anyone, just trying to understand where best to concentrate my dollars.
On the exhaust, at .300 lift i see "B". At .400 lift I se "B x 1.115", at .500 lift i see "B x 1.13".
That a gain on the intake of only 1.1% going from .3 to .4 lift, and only 3.5% going from .300 to .500 lift.
On the exhauset There is an 11% gain from .3 to .4 and a 13% gain going from .3 to .5.
Seems like .4 lift (stock rockers) would be hard to improve on.
I am not trying to argue with anyone, just trying to understand where best to concentrate my dollars.
WUnderwood
Moderator
So NGM diesel is on the same playing field as the big 3? LOL surely you jest!
All I am asking for is some solid data. It's so simple. Wait, nevermind, you are on the same field as Shied, Haisley, and Enterprise.
So a 1.1% increase on the intake, and 11% increase on the exhaust? *bdh*
RonA
Active member
If I had .300 lift at the cam with 1.35 ratio(basicly a mild cam and stock rockers) I'd have .4 at the valve and a 1.1% increase in flow over .3 lift on the intake. On the exhaust I'd have .4 lift and an increase in flow of 11.5% over .3 lift.
With a 1.66 rocker I'd have .5 intake lift with an increase of 3.5% over what i had with .3 lift or an increase of 2.5% over a 1.35 ratio rocker.
On the exhaust I would see an increase in flow of 13% over the .3 lift numbers or 1.5% increase over the .400 lift numbers. The extra rocker ratio would add 2.5% on intake and 1.5% on exhaust over stock.
At least that's how i see the math using the flow data i received.
If flow and hp were directly proportional, my motor at 1000hp with stock rockers would be 1025 with 1.66 rockers using the intake data, and 1015 using the exhaust data.
Again, I'm just doing the math.
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GOT-Torque
is
Ron, your math is based upon the peak numbers only, you are not accounting for the fact that a higher ratio rocker would get your valve lift to the 0.300" lift mark sooner than the stock rocker (given the same cam). So even though the peak flow doesn't appear to increase much with the increased lift (based upon your flow sheet data), there would be the added benefit of more area under the curve. How much? I don't know...
JoshH
New member
Since what?
DIESEL_POWER
NGM Diesel
Ron, With a higher ratio, you will gain in Ramp acceleration opening slightly, and the duration it stays open mostly, also the overal peak lift will be extended as well. So it changes the whole opening and closeing ramp's from the begining to the end. and everything in between, to be exact.
the changes in the very begining and the end of the stroke are so slight that a stock truck can normally run one -two ratio's over stock with out any iterfearence issu's.
When you talk area under the curve, that's been gained, it shows much more flow ability, than just calculating lift, Duration is the biggest power consern for any engine, especially a boosted engine, thats where the power is, lift helps some, but not like one would think. But with higher ratio rockers you will get both.
The Flow#'s you posted dont really make much sence, and sound really low. like maybe it was a basic port job, and in that case you got what you asked for. The valve Will only flow what the port will allow it to, thats what the valve is for to essencially meter the air flow correctly, The valve should be the restriction, not the head. These heads can flow as high as the low 300's
CFM if done properly. Stock they flow between 100-150CFM.
If that is infact the case, Adding a higher ratio will only help some, because of port air stall, or port restriction. Duration will help, but not like your expecting.
the changes in the very begining and the end of the stroke are so slight that a stock truck can normally run one -two ratio's over stock with out any iterfearence issu's.
When you talk area under the curve, that's been gained, it shows much more flow ability, than just calculating lift, Duration is the biggest power consern for any engine, especially a boosted engine, thats where the power is, lift helps some, but not like one would think. But with higher ratio rockers you will get both.
The Flow#'s you posted dont really make much sence, and sound really low. like maybe it was a basic port job, and in that case you got what you asked for. The valve Will only flow what the port will allow it to, thats what the valve is for to essencially meter the air flow correctly, The valve should be the restriction, not the head. These heads can flow as high as the low 300's
CFM if done properly. Stock they flow between 100-150CFM.
If that is infact the case, Adding a higher ratio will only help some, because of port air stall, or port restriction. Duration will help, but not like your expecting.