Originally Posted by zipper06
One of the things that make NASCAR engines survive and run 9,000 rpm's is the same cam lift, and lighter spring seat pressure, with them running anywhere from 1.8 to 2.1 rocker ratios. Ofcourse we can't use those kinds of rocker ratio's due to the heads design used in drag racing, we couldn't find a way to get the push rods thru the heads.
JMO
Zip.
Dunno 'bout that . . The technology is starting to bleed down to us. I do the graphics and paint design for two Bonneville cars and they're using Gen II and III Bowtie engines with all the NASCAR science from Hendrick. You just have to be able to afford the used and "out of date" stuff the NASCAR racers have to sell (there's a lot of it) and have a source for the parts and information. It does help to have some friends on the "inside" . .
On the cams and valve train stuff . . Average rocker ratios are 1:9 on a Gen II Bowtie 355, with a very short valve angle . . The cams look like something out of a stock 59A Ford Flathead. Hardly has "bumps" . . and they run about 125# of seat pressure with little incremental pressure increase at the open. And everything in the valve train is exceedingly light, (of course) almost apperaing to be "Frail" . .
For those of us who are used to the heavy duty Drag Race technology those engines are kinda like looking at a "Ladies watch" . . . But when you consider what they do with them, they're pretty respectable engines. As is the technology.
And they'll work as normally aspirated drag racing engines. Consider this. On the start or restart, they're at 55-60 mph, third gear, rolling. Punch it and you'll spin the tires! With a 3200# car!
They just need to get them to where we can afford 'em . .
On the oil, it has come a long way from the Valvoline 50 wt we used to use in the Jr. Fueler in 1965.