the 9.66 should very easy on pump gas. i bet you can get away with mid grade gas and have no problems.
Are your pistons "zero decked" to the block? If not, then you need to account for that, also. The amount you are "in the hole" needs to be added to the head gasket thickness to use most compression calculators. SPark
If anything I have concerns of the pistons actually smacking the heads, about to make changes in everything tomorrow if I get time.
Looks like you did that "breezed right past it" thing again. I stated they won't flow worth a damn over .385" lift with a 2.02" valve. Not a 1.94" valve.
you're right.. maybe a slight misinterpretation there... but from all the port work/testing I've seen done through the years.. it doesn;t really matter if you stuff a 2.05 valve in there.. they still flow past .385. And the reality is that even overly large valves still pick up flow at high lifts. It's the mixture quality and lower lifts that get affected most..ie; BSFC and low speed torque. Feel free to believe what you want though. No skin off my back either way.
After you get the heads bolted on and torqued, check the fit of the intake both with and without the intake gaskets, see how the bolt holes line up with the heads. And how the intake flanges sit in relation to the head surfaces to make sure the heads have not been angle milled. As for those intake choices ? Neither one gets my vote. The Performer is basically an aluminum copy of the iron intake. I would get an RPM or Weiand Stealth.
Just a note for future reference,use green alcohol when CCing,it`s easier to see,I have used it many times.
wise advice for anything that runs higher compression.. and especially if it ever gets revved higher than 5,000 rpm.
I'd use one regardless of the rpm range. To me there's no difference on the bottom end vs the stock intake or the Performer.
yeah.. I would too since I tend to overbuild everything I do anyways. Plus.. that shiny new always wears off pretty quickly for me and I end up tearing back into it quicker than anticipated because I want more. lol And.. not that I want another debate with you and it's just my personal experience along with others who also use them repeatedly.. every milder combo I've ever installed them on or been part of the tuning process always softens the first few hundred rpm or more on the very bottom of the rpm curve(off-idle to about 1200-1300rpm or so depending on motor setup). As mentioned above though.. larger motors and/or higher compression tends to draw harder/keep velocity higher despite the larger plenums and runners simply because the engine is already under fed at idle and slightly above to begin with. The larger rpm style manifolds also take slightly different tunes compared to the smaller stock styles.. so there's that too.
Found an interesting chart on allfordmustangs............ http://api.viglink.com/api/click?format=go&key=92a547d6740a0c0384589e3e2ce730cb&loc=http%3A%2F%2Fwww.hotrodders.com%2Fforum%2Fengine-conversion-57068.html&v=1&libId=8eeba769-18ed-4a26-9369-7407f48ff43b&out=http%3A%2F%2Fwww.allfordmustangs.com%2FDetailed%2F630.shtml&ref=http%3A%2F%2Fwww.google.com%2Furl%3Fsa%3Dt%26rct%3Dj%26q%3Df4te%2520engine%2520fuel%2520pump%2520eccentric%26source%3Dweb%26cd%3D3%26ved%3D0CDwQFjAC%26url%3Dhttp%253A%252F%252Fwww.hotrodders.com%252Fforum%252Fengine-conversion-57068.html%26ei%3DptOqUYGSDYbuyAG69YHoBA%26usg%3DAFQjCNGHfVjKAjpYCcyaMlLhWRNihDSq5g&title=Engine%20Conversion%20-%20Hot%20Rod%20Forum%20%3A%20Hotrodders%20Bulletin%20Board&txt=http%3A%2F%2Fwww.allfordmustangs.com%2FDetailed%2F630.shtml&jsonp=vglnk_jsonp_137015128678712
