A greater taper - 5 deg - did not had no additional positive effect, and greater than that dropped the compression ratio enough that a power loss was noted. This lowered the compression ratio very slightly but resulted in better power, due to improved combustion, and lower HC emissions.
The problem was fixed by tapering this zone at about 3 degrees toward the center of the bore. This not only hurt power, but also increased HC emissions. In other words the flame front couldn't travel into the squish band so the charge trapped in this area didn't burn.
Improvements in performance may have more to do with this than they do to tighter squish clearance by itself.Īlso, I have seen situations where the piston crown and the head were parallel through the squish band creating what was in effect a ring land crevice volume. One, as you decrease the squish clearance the compression ratio goes up pretty quickly. A smaller squish band gives more velocity and generally improves combustion. The point of squish bands is to increase the mixing of the charge through increased lateral velocity. RE: squish or quench area slowkaw (Computer) I'll look up engine specs and post head gasket thickness and deck clearances to give you an idea how much you can get away with a 3.480 stroke, rpm, etc. Not hitting hard enough to do any damage or move the head around. some of it was extremely close squish/quench area clearances. definetly had respect on how much HP/Torque the SBC Chevy was making back then
#SQUISH HEAD PRO#
Pro Stock Truck driver/engine finetly had some very good things to say about Jimmy's engine. thats the way it ran the fastest down the track in the real world !!!Ī very well known Greg Stansfield. I have to definetly agree with DynoDan and NickBĮspecially Jimmy Faul's SS/IA 350 that set the NHRA record a few years back, had most all the pistons lightly hitting
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