So what do you think the dimples are for on a golf ball?

Thank you!

Thank you! We really enjoyed the day. And that is definitely a seasoned, well put together 350 Chevrolet

Thank you 😊

Glad you enjoyed it

Thanks very much 👍 Enjoy !!

Yes this combination is available for sale Thank you Mike. We appreciate your feedback 😃

Totally possible, would require looking into, for sure

This is a circle track engine, with 700 lift. They are not looking for drag racing torque, and maximum all out full build horsepower. Where you're looking for a 10th of a 10th. They are looking for really good grunt out of the corner. And very competitive horsepower. I think with 575 foot pounds of torque and 650 horsepower they're right in the range. They're right in the hunt.

Certainly a great experiment to try. And, a great way to do that is purchase a very inexpensive part that no matter what cannot hurt. Might even make you some more power. Let me know how it works out. Or if you want some Dyno time

This is a circle track car. I'm pretty sure. They're going to want that extra grunt out of the corner

Very good too top-notch

I think, if this was a competitor who was drag racing. If they were looking for a 10th of a 10th. They would be looking at custom carburetors from a carburetor builder. In this case. You win and lose based on making smart moves on the track. And having a very responsive engine. We were able to tune both carburetors until both carburetors ran. Absolutely as good as they could. Without being custom carburetors And I agree with you. If I went up to a thousand CFM carburetor, from a custom carburetor builder. Builder. Like Dale cubic. I can make more horsepower of this entire setup. However, I think the brand new, holy XP. That they chose. Works extremely well. And pulled very hard. It's going to be all up to the driver now to make the proper decisions on the track

We are aware of C&S. Good company. We use all custom Dale cubic carburetors. On our own stuff. For this customer they came in from 12 hours away. They were pretty satisfied, with getting the air fuel perfect. And having a power curve that goes straight up to the moon

Yes it was .

Yes I agree. 1- On this Engine 2- with this customer's intake 3- with this carburetor 4- with this cubic Inch 5- with this cylinder head Etc.. etc... This spacer proved very responsive. L O T S of testing Should be tried/conducted, and combined and reported to see the effects on different combinations. What video did you watch? What was the title of it? Who conducted it.? Thank you for writing in ...in.... Originally this was Just a tuning session, AFTER the customer added the spacer, and we documented it, and saw the results, we published it.

,.010

We checked lash. Set at 10 thousandths after break in . We then verified that each was still at ten thousandths

My 409 is set at a bit loose at .022hot.

Seems like you could do the very same with stainless steel mesh screen under a basic spacer

I think, a lot of testing is required..... Stay tuned for testing coming up --!!

Inexpensive way to find out....

polymerracingproducts.com

Edelbrock Victor Single Plane... Custom ported

The results are going to be fairly similar, on pretty much each setup. Setup. Each setup, depending on the camshaft, depending on the RPM range, depending on the carburetor and the spacer and the intake are going to vary. However. You are taking air that is going to travel from point A to point b. You are forcing that air to travel more distance to get to the same destination. This has the effect of speeding the air, and, while it is the same volume. AirSpeed is everything

As always, I think you need to test and to try. That is a big test. If you're going to dimple the entire intake tract on the cylinder head. It's going to take some time. And you're going to have to test it back to back. However. It would be an interesting test. This seem to work very well. But, I'm not completely certain any more dimpling is necessary. And I think that different combinations will work with this and probably other ones will not favor this as much. Test test test test

In every case we have tested we see gains in dimpling. Rottler has a patented CNC program for their 5 axis machine that does these and they have documented before and after examples as well.

Was that on the flow bench or the dyno? It may not show gains on the flow bench but the extra atomization could surely show improvement on the dyno.

Each full point of compression is worth 100 HP. Depending on cylinder heads Depending on fuel Depending on cam Depending on rpm Depending on induction Etc...etc.. "All out" builds 1.8 HP / cubic + can use 16 + compression.

@@internationaldynoauthority693 Thank you for taking a moment to address my question, think I want to keep everything I have and keep it to a compression issue along with the intake and carb as it's just a street toy. Doesn't seem it should be much of a stretch to pick up an additional 100 hp. if I go with e-85.

@@waynetessier3058 Yes, but you will need a completely different carburetor. If you're going to switch to e85

That would be an absolutely great test to do and I totally agree. I think that to do just basic testing. We would have to try a whole bunch of different spacers and spacers with dimples and spacers without dimples and, all different heights and all different styles. And actually do a spacer shootout. However. It would only be valid for that particular engine because every other engine might not work. The same might work the same. That's why when this actually actually worked on this motor. At this time I was impressed. And, I did not say all the spacer is the best thing since sliced bread. Because, who knows. I think you're absolutely right you need to do a lot of testing and stay tuned for our upcoming series because we are going to do a lot of testing on a very modern platform. With a carburetor and a bunch of spacers

ngk .030

I run NGK R5671A-8 or AR 3924 autolite at 32

Single plane

The Wilson that was run just before the dimpled one was un-dimpled. The 21+ HP was made with head-to-head parameters - dimpled vs undimpled.

Agreed, I think what we will do. Is one day. We will take one of our modified motors. And do a whole barrage of just testing. In this case. We were tuning this particular engine so that the customer was ready for circle track season. But, it would be interesting to take that exact same spacer have the dimples removed. Or manufacture one with no dimples. And see what the difference is. Then it would be nice to stack two of them. Then it would be nice to try a 2-in. It would be nice to try one of those underneath of a straight 1 in. They'll be a lot of fun testing all of those combinations for sure. One thing for certain. When we added this particular spacer on this particular day to this particular motor. It definitely was a very good combination. And the results were very favorable for that customer

@@internationaldynoauthority693 thats the best honest results... carry on we love big gains over hyped up expensive junk..

236 241 687 691 111

​@internationaldynoauthority693 the excellent way it carries past peak hp, I'd of bet $$ the cam LSA was at minimum 112 and felt probably 114.

No way the duration is that short with that much lift! These circle engines usually have a 108 lobe sep. Those are wrong specs. It would albe impossible for this engine e to make that power with that duration

This engine pulls, and makes power, well into the 7000 RPM range It is a single plane A dual plane, will shut down anything after 5,600 RPM

Didn't edabrok make a duel plain. Called rpm air gap. That would pull 6500?

@@dougstringer1097 Air gap Rolls torque over Starting at 4,800 rpm

I'm sorry Dart

@@awfulcoffelsonecargarage8215 yes. GM perf. Block You

Nothing "stock" on this. Heads reworked over a number of years.... Stout piece for sure

It looks as though we might be safe from sharks.

How do I tune my SBC the correct way? EGT?

We pulled the plugs. We cut the plugs. We read the plugs. At several intervals. What reading is fantastic. Plugged reading is fantastic. However, it only shows you the fuel at one spot in the range. When we're reading AFR we are reading 100 over 100 all the way through in the entire range. And we are watching each one of the circuits of the carburetor as they interact with each other as they interact with vacuum. And. If you had a really close look while we were running. We were also recording vacuum. So we could see when the carburetor was acting as a restriction. And we could see when the carburetor was at zero vacuum at full open throttle.

We would read the plugs in the '70s. We didn't have an air fuel gauge with the current technology back then. We would also read the plugs in the '80s and even into the '90s. Now that we have technology, I don't think we're going to go backwards anytime soon, but we always always read the plug to verify ignition timing. We read the plug to verify how far it's burning down in cycle. And we also read the plug to see if we're getting a nibble and or if we have a nice brown strap coming up from the bottom of the ceramic

Keep in mind, every time We read the air fuel ratio. And we made a change to bring the air fuel ratio into the correct 12.8 range. The engine made more power and more power and more power. When we used to read the spark plugs. It was harder to see. It was more difficult. And you definitely could not jet the carburetor in the low or the mid-range based off of a spark plug. The spark plug only shows you one spot in the range. That's the final and that is the higher RPM with the most heat.

Ask Byron.....

Here's the issue, we were not there to test the spacer We were there to tune. Look up the business. This is what we do. We tune. We only tune to make the most power out of each engine each time. Yes, we were impressed that this particular change, resulted in a very nice increase. However. The proof is irrefutable on this engine at this time with this cam with the set of cylinder heads with this carburetor, on this combination, it makes a very, very big difference. It runs better. It fuels better, it absolutely makes a boatload of power. For this particular combination. We are no way associated with the people who make the spacer. We outright purchased the spacer. Actually the person who was dyno testing their own motor. Purchased the spacer. And they were only trying it to see if it did anything. At all. The dyno operator had no expectations. And at no point did we know anything about this until we actually tested it. And yes on this day it was very very very impressive. And it worked very well and it made big big big power. Huge power

We invite you, to come down. To the dyno. And try your own combination of parts. We invite you to try any combination of spacers that you like. We invite you, to test and tune for yourself. That way you can see whether, it was or was not useful for you on your combination on your engine with your camshaft with your cylinder heads with your intake with your carburetor. And the young man. Thank you very much. He's older than you are

Totally agree with you. If I was doing a dyno contest. What I would do, is keep going up and see if them. Until, it didn't make any more power. Tuning for grunt out of the corner. And the best RPM and horsepower down the straight away. It's a circle track car. So it needs that grunt every time. But, I have to say as far as peak horsepower goes, I agree with you. It would be nice to try