carburetor position

[professor]

Motor- I don't want to get into a peeing match, but it is a long standing principle that long runners promote low end.
The chevy manifolds you picture say the same thing:
The dual plane actually has longer runners than the single. (Both are designed to fit under the hood).
This would also hold true for any engine, 2or 4 stroke.
Because it is based on a reflected wave principle which helps to pack the cylinder at certain rpms.

 

[motorpsycho]

ok, lets not turn this into a peeing match like you say.
but if what you say is true, then why do pro stock drag engines that operate between 5000 - 9000 rpms ONLY use long runner tunnel ram intakes?
Why do all high rpm engines use long runner intakes. open plenum designs, large port intake and exhaust ports, very large valves, high lift /high duration cams, large tube headers, high stall speed torque converters, or twin disk clutches that allow slip off the line, and lock up after the car is moving?? everything in this case is designed to flow at a very high rpm.

Why do all low end, high torque street engines use short runner intakes, small port intake and exhaust ports, very low stall speed torque converters, or regular clutches, small diameter headers, and high lift / low duration cams? everything in this case is designed to make maximum torque at a low rpm where the engine will actually be operated in.

here's the deal....on a street engine you want maximum punch at low rpm (from stop light to stop light) so you would build a low end torque engine that will not need to rev to the moon to make power. On a drag engine you want to kill off the bottom end torque to help with traction off the line. so you build a motor that makes max power at high rpms. this combo will get the car off the line with plenty of power but not so much tyhat it will burn the tires off, and once the car is in motion and the slicks are hooked up, tthe cam, long runner intake, big port heads, large diameter headers all start to flow and make tons of power.
I'm not saying that I know everything, I'm just saying that i have built both kinds of engines and I know what i'm doing.
I'm not saying that you can't run a high rpm engine on the street because i've done it...but the driveability stinks unless you get it up into the rpm range where everything starts to work and flow. circle track engines are designed in a similar way but they want as much mid range and top end power as possible.

I can already tell that no matter what i say, someone will say that i'm wrong.
Do yourself a favor and look it up, then maybe you will see what i'm talking about.

 

[geebt48cc]

ok, lets not turn this into a peeing match like you say.
but if what you say is true, then why do pro stock drag engines that operate between 5000 - 9000 rpms ONLY use long runner tunnel ram intakes?
Why do all high rpm engines use long runner intakes. open plenum designs, large port intake and exhaust ports, very large valves, high lift /high duration cams, large tube headers, high stall speed torque converters, or twin disk clutches that allow slip off the line, and lock up after the car is moving?? everything in this case is designed to flow at a very high rpm.

Why do all low end, high torque street engines use short runner intakes, small port intake and exhaust ports, very low stall speed torque converters, or regular clutches, small diameter headers, and high lift / low duration cams? everything in this case is designed to make maximum torque at a low rpm where the engine will actually be operated in.


Aweso
here's the deal....on a street engine you want maximum punch at low rpm me(from stop light to stop light) so you would build a low end torque engine that will not need to rev to the moon to make power. On a drag engine you Nowant to kill off the bottom end torque to help with traction off the line. so you build a motor that makes max power at high rpms. this combo will get the car off the line with plenty of power but not so much tyhat it will burn the tires off, and once the car is in motion and the slicks are hooked up, tthe cam, long runner intake, big port heads, large diameter headers all start to flow and make tons of power.
I'm not saying that I know everything, I'm just saying that i have built both kinds of engines and I know what i'm doing.
I'm not saying that you can't run a high rpm engine on the street because i've done it...but the driveability stinks unless you get it up into the rpm range where everything starts to work and flow. circle track engines are designed in a similar way but they want as much mid range and top end power as possible.

I can already tell that no matter what i say, someone will say that i'm wrong.
Do yourself a favor and look it up, then maybe you will see what i'm talking about.

Awesome, True!!!~ I agree with all said.

 

[Drylakerunner85]

^^ very true! i drive a 10,000rpm redline machine daily on the street and it honestly sucks. gotta rev the **** out of it at the same time hold it down for it to get going out of the crosswalk pass the intersection while trying not to chirp of first gear (which naturally happens every time) build the engine around for what you entend on using it for, dont build it just because he or she said its better this or that way, its your engine, its your bike, and your riding it, not them