General Pulling Discussions & Tech
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- 1986 Chevy D30
- By Con32,
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- 2014 WORLDS
- By Nr/cTPA,
11 topics in this forum
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Hello, Does anyone have any experience with the chevy 350 vortec in a pulling truck. I would like to get a bit more power out of a fairly stock truck. I don't want to convert it to being carberated at this time, but am open to modifications and bolt on suggestions to wake it up a little bit. I see performance chip things online but this is a 1995 and I don't even believe half of those things work. I am a very beginner here so advice is much appreciated. Thank you
Last reply by NEKvortec, -
- 0 replies
- 2k views
New to 4WD truck pulling. My son ran a truck this season that was pretty well worn out and has decided to build a new truck. I'm curious as to thoughts on chassis angle or rake and how much if any to build into the chassis. Thanks for your input.
Last reply by Billet74, -
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Does the hitch angle make a difference View the full article
Last reply by Pull Off, -
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- 680 views
There any pro stock semi's pulling this year.will there any be pulling at thunder in the valley CLICK HERE TO REPLY
Last reply by Pull Off, -
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What's everyone doing to get ready for the upcoming season!?
Last reply by Silent partner, -
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What do Fuel Octane ratings really indicate? Subject: 6. What do Fuel Octane ratings really indicate? 6.1 Who invented Octane Ratings? Since 1912 the spark ignition internal combustion engine's compression ratio had been constrained by the unwanted "knock" that could rapidly destroy engines. "Knocking" is a very good description of the sound heard from an engine using fuel of too low octane. The engineers had blamed the "knock" on the battery ignition system that was added to cars along with the electric self-starter. The engine developers knew that they could improve power and efficiency if knock could be overcome. Kettering assigned Thomas …
Last reply by Noble, -
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Selecting the right carb is not an exact science. No…it’s more akin to nature’s complex tapestry of life, an intricate mosaic of complex variables combining in myriad ways to produce often unexpected results. There is logic and order behind the mystery, but the patterns are not the cut-and-dried solutions of engineering textbooks; instead, they’re derived from the school of real-world experience as learned through trial and experimentation by a leading carburetor expert like Barry Grant, owner and founder of Barry Grant Inc., parent company of Demon Carburetion. “Formulas Are Useless!” Grant doesn’t believe in formulas—and for good reason. Textbooks tell us you can accu…
Last reply by Noble, -
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You'd think that the pistons listed for a 10.5:1 compression ratio would actually give you 10.5:1. But it's usually not that simple. Perhaps that's why so many car crafters have a foggy or incomplete understanding of compression ratios. To clear things up, this story will define what compression ratio is, let you know how to alter it, and show you how to calculate it for any engine. Throughout the story we'll use the example of a typical 350 Chevy (4.000-inch bore, 3.48-inch stroke) with a 0.015-inch deck height, a head gasket with a 4.100 gasket bore and 0.038-inch compressed thickness, 76cc heads, and pistons with 4.5cc valve reliefs--and you'll see what these numbe…
Last reply by Noble, -
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: DANA/SPICER 18 :: Type: Gear-driven, cast-iron Low-range ratio: 2.46:1 Weight (lb.): 80 (approx.) Lubricant: 80- to 90-weight Length (in.): 8.5 Width (in.): 17.0 Height (in.): 8.5 Used by: Jeep, in various versions from 1941-71. Rear output shaft is offset to the right, directly behind the front output shaft. Intermediate shaft diameters were 3/4, 1 1/8 and 1 1/4 inch, but 18s can be bored to accept the 1 1/4-inch shaft and corresponding gears. It is very adaptable, holds up well under moderate V-8 power, and is capable of accepting a PTO and/or overdrive. :: DANA/SPICER 20 :: Type: Gear-driven, cast-iron Low-range ratio: 2.00:1 Weight (lb.): 80 (approx.) Lubricant:…
Last reply by Noble, -
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How To Calculate CFM: Engine size (CID) x maximum RPM / 3456 = CFM CFM @ 100% volumetric efficiency Cylinder volume (displacement) =3.1416 x bore x bore x stroke Compression ratio = Vi ñ V2 (Where Vi is total volume of one cylinder and V2 is volume of space above piston at top of stroke) Brake Horsepower (BHP) = RPM x torque (in lbs ft.) = 5252 (Note: Formula is actually 6.28 x RPM x torque by dividing 6.28 into 33,000 we get 5250Piston speed (ft. per mm.) = 2 x RPM x stroke in feet) 1 mile per hour = 1.467 feet per second Engine displacement = Cylinder volume times number of cylinders Piston speed (ft. per mm.) = 2 x RPM x stroke in feet Torque …
Last reply by Noble, -
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Engines don’t make horsepower; they convert fuel into torque. Torque is the twisting force imparted to the crank flange and then transmitted to the transmission and the rest of the drivetrain. To some degree torque is the grunt that gets things moving, and horsepower is the force that keeps things moving. An engine is most efficient at its torque peak, wherever that happens to occur. Below the torque peak, engines generally have more than enough time to fill the cylinders; above the torque peak, they don’t have enough time to completely fill the cylinders. This is generally beneficial in that it lets engines produce most of the desirable grunt work (torque) at lower engin…
Last reply by Noble,