[74chevyflat]

Ive read on classic inline that felpro gaskets for the inline six`s have a .038 compressed thickness where could i verify this. and where could i get reference to which gaskets have what?

[techinspector1]

If you would be more specific on the motor you have, I could be more specfific on the gasket, but here are 4 different part numbers for Chevy inline sixes, all have 0.041" compressed thickness
http://www.summitracing.com/search/P...rd=head+gasket
Here are 5 different part numbers for Ford inline sixes, they vary from 0.038" to 0.039" compressed thickness
http://www.summitracing.com/search/P...rd=head+gasket

[74chevyflat]

ford 200 inline six. the gasket i pulled off has a
.045 compressed thickness.
3.8 gasket bore.

the engine
is a 3.68 bore.
3.126 stroke.
58cc combustion chambers.
.010 deck height.
ported polished head with unshrouded valves.
crank turned for cleanup. the pis
tons are -8cc.
yielding 8:1 compression ratio
depending on the thinnest gasket i find i can bump it up to 9.0 with a .038- .039 gasket and milling .035 off the head to achieve a 53 cc combustion chamber.

[74chevyflat]

sorry even with a .038 gasket and 53cc combustion chambers ill only have an
8.7:1

[techinspector1]

Originally Posted by 74chevyflat

sorry even with a .038 gasket and 53cc combustion chambers ill only have an
8.7:1

Worse than that, you only have a 200 cubic inch motor.

[74chevyflat]

yes yes techinspector u are very correct i have researched all over the interent trying different calculator even doing my own math and the compression ratio i stated was static not dynamic. dynamic as the engine stand without shaving the heads getting a special gasket or changing pistons i have a 6.35;1 DOES ANYONE HAVE ANY TRICKS they can lend a hand with me.

BTw i was entering in the piston volume in a negative number hence being a dome, when i have a positive meaning adding volume bc its a dish,

WHat compression ratio is good for a supercharger and/or turbo application? and what cam should i install.

[74chevyflat]

I have a lil question to ask about lobe centers. doesnt a tighter lobe center cause the static compression to raise ,meanwhile a 112* bleeds off the pressure. or am i misinformed i read a thread on here about this i was just wondering on what i could do with this motor to make it perorm well wit a supercharger. in fact an M-90 to be exact. and a 2 brrl holley.

[techinspector1]

Originally Posted by 74chevyflat

doesnt a tighter lobe center cause the static compression to raise ,meanwhile a 112* bleeds off the pressure.

Static compression ratio is a mathematical, non-changing function that is determined by measuring clearances and determining volumes when you are setting the tone of the engine build. Once the motor is bolted together, nothing can change the static compression ratio except tearing the motor down and changing a dimension (volume).

The term "lobe center" is sometimes used interchangably with the terms "lobe separation angle" or "lobe displacement angle". It describes the number of degrees separating the max lift points of the intake and exhaust lobes (intake centerline and exhaust centerline). LSA is determined when a camshaft is ground and cannot be changed by the end user of the camshaft. A tighter LSA (smaller number) results in a narrower and peakier torque curve, while a wider LSA (bigger number) produces a broader torque curve. The intake centerline can be adjusted in relation to crank and piston position when the cam is installed by the end user and can have the effect of increasing off-idle torque (advancing) or increasing peak RPM (retarding). You must realize though, that all four cam timing functions (IO,IC,EO,EC) change when you alter the relationship of the cam to the crank/piston. When advancing the cam, the intake and exhaust valve will open sooner and close sooner. When retarding the cam, the intake and exhaust valve will open later and close later.

Originally Posted by 74chevyflat

For example, if your camshaft has a 110° LSA, and you install it with 4° advance, your intake centerline is 106° after Top Dead Center.

In this example, all four functions occur earlier in the cycle. By far, the most important timing event is the intake close. In your example, the intake would close 4 degrees earlier, trapping additional fuel/air mixture and generating additional cylinder pressure at the expense of peaking earlier and "running out of breath" earlier.

Originally Posted by 74chevyflat

or am i misinformed i read a thread on here about this i was just wondering on what i could do with this motor to make it perorm well wit a supercharger. in fact an M-90 to be exact. and a 2 brrl holley.

A supercharger will cover up a multitude of sins, but remember, in the end, you still only have 200 cubic inches. The fact is though, that if you puff 6 psi into the motor, it will think it has grown to 300 cubic inches.