Today's Message Index:
----------------------
1. 04:01 AM - Re: Angle Valve vs. Parallel Valve (Bruce Smith)
2. 07:19 AM - Re: Angle Valve vs. Parallel Valve (923te)
3. 06:48 PM - Re: Angle Valve vs. Parallel Valve (Gary Vogt)
4. 07:00 PM - Re: Angle Valve vs. Parallel Valve (Gary Vogt)
Message 1
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| Subject: | Re: Angle Valve vs. Parallel Valve |
So, it's a quasi-hemispherical combustion chamber?
On Jun 28, 2010, at 10:24 PM, Gary Vogt wrote:
> From a horsepower point-of-view, the angle valve head flows better. The valves
are angles more toward the ports. But, the difference really isn't that much.
The 200 hp angle valve uses 8.7:1 compression ratio. If the parallel valve
O360 had 8.7:1 compression ratio, it would make 200 hp also.
>
> The biggest difference is the angle valve head had better cooling fins. Therefore,
if it makes more heat (horsepower) it can shed the heat better.
>
> If you consider weight, the parallel valve is better hp/lb.
>
> From: Bruce Smith <haveblue1@mac.com>
> To: teamgrumman-list@matronics.com
> Sent: Mon, June 28, 2010 6:55:16 PM
> Subject: TeamGrumman-List: Angle Valve vs. Parallel Valve
>
>
>
>
>
>
Message 2
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| Subject: | Re: Angle Valve vs. Parallel Valve |
The angle valve heads have a more pure semi-hemispherical shape.
That's why the valves are at an angle, in order to acomodate the hemi
shape. The parallel valve heads are much less a hemi shape, mainly in
the valve seat area because the geometry of the valves do not follow a
spherical shape. A hemi shaped head is known for it's efficency of
combustion thus producing more horsepower. It also can accomodate
higher compression because it does not have the hot spots like the
parallel valve heads have so it can accomodate higher temps before
detonation occurs. Remember the Chrysler hemi's that put out 1 hp
per cubic inch?
Ned
Sent from my iPhone
On Jun 29, 2010, at 5:59 AM, Bruce Smith <haveblue1@mac.com> wrote:
> So, it's a quasi-hemispherical combustion chamber?
>
>
> On Jun 28, 2010, at 10:24 PM, Gary Vogt wrote:
>
>> From a horsepower point-of-view, the angle valve head flows
>> better. The valves are angles more toward the ports. But, the
>> difference really isn't that much. The 200 hp angle valve uses
>> 8.7:1 compression ratio. If the parallel valve O360 had 8.7:1
>> compression ratio, it would make 200 hp also.
>>
>> The biggest difference is the angle valve head had better cooling
>> fins. Therefore, if it makes more heat (horsepower) it can shed
>> the heat better.
>>
>> If you consider weight, the parallel valve is better hp/lb.
>>
>> From: Bruce Smith <haveblue1@mac.com>
>> To: teamgrumman-list@matronics.com
>> Sent: Mon, June 28, 2010 6:55:16 PM
>> Subject: TeamGrumman-List: Angle Valve vs. Parallel Valve
>>
>>
>>
>>
>> href="http://www.matronics.com/Navigator?TeamGrumman-List">http://www.matronics.com/Navigator?TeamGrumman-List
>> href="http://forums.matronics.com">http://forums.matronics.com
>> href="http://www.matronics.com/contribution">http://www.matronics.com/contribution
>>
>>
>
Message 3
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| Subject: | Re: Angle Valve vs. Parallel Valve |
both cylinder heads are hemi-heads. The valves are parallel in one and angled
on the other. The valves in the angle valve head are angled more toward the inlet/exhaust
ports. In that context, they are more similar to the traditional
Chrysler hemi. But, even those are not true hemis, especially the newer versions.
Don't get hung up on that. The objective is to keep the flame front as short as
possible. A small block Chevy makes the same or more power than the same size
hemi. There is a lot more to it than just the shape of the combustion chamber.
Jamey, the angle valve head can shed more heat than the parallel valve head. Therefore,
it can make more power without getting into a region where the heat
from the head can't be rejected through the fins.
________________________________
From: Bruce Smith <haveblue1@mac.com>
Sent: Tue, June 29, 2010 3:59:27 AM
Subject: Re: TeamGrumman-List: Angle Valve vs. Parallel Valve
So, it's a quasi-hemispherical combustion chamber?
On Jun 28, 2010, at 10:24 PM, Gary Vogt wrote:
>From a horsepower point-of-view, the angle valve head flows better. The valves
are angles more toward the ports. But, the difference really isn't that much.
The 200 hp angle valve uses 8.7:1 compression ratio. If the parallel valve
O360 had 8.7:1 compression ratio, it would make 200 hp also.
>
>
>The biggest difference is the angle valve head had better cooling fins. Therefore,
if it makes more heat (horsepower) it can shed the heat better.
>
>
>If you consider weight, the parallel valve is better hp/lb.
>
>
________________________________
From: Bruce Smith <haveblue1@mac.com>
>To: teamgrumman-list@matronics.com
>Sent: Mon, June 28, 2010 6:55:16 PM
>Subject: TeamGrumman-List: Angle Valve vs. Parallel Valve
>
>
>href="http://www.matronics.com/Navigator?TeamGrumman-List">http://www.matronics.com/Navigator?TeamGrumman-Listhref="http://forums.matronics.com">http://forums.matronics.com
>href="http://www.matronics.com/contribution">http://www.matronics.com/contribution
>
>
Message 4
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| Subject: | Re: Angle Valve vs. Parallel Valve |
Not entirely true, Ned. There are no squish areas in the parallel valve he
ad to have any effect on detonation margins. With two plugs, the flame fro
nt on both engines is the same. The angle valve doesn't rely on incoming a
ir on the intake side to help cooling like the parallel valve head does. B
oth heads will go to 14:1 compression ratio and stay together. The angle v
alve head tolerates more horsepower only because it has better cooling fins
. =0A=0AA small block chevy made 1 hp/cubic inch in 1957; a long time befo
re any hemi did. =0A=0AA comparison between a Chevy wedge and a Chrysler H
emi. Not one hemi made more horsepower than the equivalent Chevy.=0A=0AGM
=0A2001: The LS1 was rated at 350 hp (260 kW) and 365 lb=B7ft (495 N=B7m),
=0A The LS6 is a higher-output version of GM's LS1 engine and reta
ins the same capacity. =0A The initial 2001 LS6 produced 385 bhp (
287 kW) and 385 lb=B7ft (522 N=B7m), but the engine was modified for 2002 t
hrough 2004 to produce 405 bhp (302 kW) and 400 lb=B7ft (542 N=B7m) of torq
ue. =0A2005: The LS2s in the Chevrolet Trailblazer SS and the Saab 9-7X Aer
o are rated at 395 bhp (295 kW) (2006-2007) or 390 bhp (290 kW) (2008-2009)
and 400 lb=B7ft (542 N=B7m) of torque due to a different (sometimes referr
ed to as a "truck") intake manifold that produces more torque at lower RPMs
.=0A2006: The LS7 is a 7,011 cc (7.011 L; 427.8 cu in) engine, based on the
Gen IV architecture. Peak output is 505 hp (377 kW) at 6300 rpm and 470 lb
=B7ft (640 N=B7m) at 4800 rpm =0A2008: The LS3 was introduced as the Corvet
te's new base engine for the 2008 model year. It produces 424 bhp (316 kW)@
5900rpm and 418 lb=B7ft (567 N=B7m)@4600rpm without the optional Corvette e
xhaust and is SAE certified. Power is boosted to 436 hp (325 kW) and 428 l
bf=B7ft (580 N=B7m) with this option.=0A2009: The Gen IV LS9 is a superchar
ged 6,162 cc (6.162 L; 376.0 cu in) engine, based on the LS3. It is equipp
ed with an Eaton four-lobe Roots type supercharger. Power output is rated 6
38 bhp (476 kW)@6500rpm and 604 lb=B7ft (819 N=B7m)@3800rpm.=0A=0A=0A=0AChr
ysler=0A2003: The 5.7 L (345 cu in) Hemi in the Ram delivered 345 hp (257.3
kW) and 375 lb=B7ft (508 N=B7m)=0A2009: The 5.7 L (345 cu in) Hemi 376 bra
ke horsepower (280 kW) (SAE) and 404 lb=B7ft (548 N=B7m) torque=0A
The Hemi is also available in a 6,059 cc (6.059 L; 369.7 cu in) version.
The engine's bore is 4.1 in (104 mm), and many other changes were made to a
llow it to produce 425 horsepower (317 kW) at 6200 rpm and 420 lb=B7ft (569
N=B7m) at 4800 rpm. =0A=0A=0A=0A________________________________=0AFrom: 9
23te <923te@att.net>=0ATo: "teamgrumman-list@matronics.com" <teamgrumman-li
st@matronics.com>=0ASent: Tue, June 29, 2010 7:17:03 AM=0ASubject: Re: Team
Grumman-List: Angle Valve vs. Parallel Valve=0A=0A=0AThe angle valve heads
have a more pure semi-hemispherical shape. That's why the valves are at an
angle, in order to acomodate the hemi shape. The parallel valve heads are m
uch less a hemi shape, mainly in the valve seat area because the geometry o
f the valves do not follow a spherical shape. A hemi shaped head is known f
or it's efficency of combustion thus producing more horsepower. It also can
accomodate higher compression because it does not have the hot spots like
the parallel valve heads have so it can accomodate higher temps before deto
nation occurs. Remember the Chrysler hemi's that put out 1 hp per cubic i
nch?=0ANed =0A=0ASent from my iPhone=0A=0AOn Jun 29, 2010, at 5:59 AM, Bru
ce Smith <haveblue1@mac.com> wrote:=0A=0A=0ASo, it's a quasi-hemispherical
combustion chamber?=0A>=0A>=0A>=0A>=0A>On Jun 28, 2010, at 10:24 PM, Gary V
ogt wrote:=0A>=0A>From a horsepower point-of-view, the angle valve head flo
ws better. The valves are angles more toward the ports. But, the differen
ce really isn't that much. The 200 hp angle valve uses 8.7:1 compression r
atio. If the parallel valve O360 had 8.7:1 compression ratio, it would mak
e 200 hp also. =0A>>=0A>>=0A>>The biggest difference is the angle valve he
ad had better cooling fins. Therefore, if it makes more heat (horsepower)
it can shed the heat better.=0A>>=0A>>=0A>>If you consider weight, the para
llel valve is better hp/lb. =0A>>=0A>>=0A>>=0A____________________________
____=0AFrom: Bruce Smith <haveblue1@mac.com>=0A>>To: teamgrumman-list@matro
nics.com=0A>>Sent: Mon, June 28, 2010 6:55:16 PM=0A>>Subject: TeamGrumman-L
ist: Angle Valve vs. Parallel Valve=0A>>=0A>>=0A>>=0A>>=0A>>=0A>>href="ht
tp://www.matronics.com/Navigator?TeamGrumman-List">http://www.matronics.com
/Navigator?TeamGrumman-List=0A>>href="http://forums.matronics.com">http:/
/forums.matronics.com=0A>>href="http://www.matronics.com/contribution">ht
===============0A=0A=0A
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