I've always been a minimalist. Making more power with less requires a deeper understanding of component selection and matching them. There's a lot of satisfaction in modifying components to increase performance. I ran low 12's in the 1/4 mile capped up in my daily driver. Small block 400, 8.5:1 with a 750 vacuum secondaries. Got good mileage as well.
One concept that many people don't mention is that burning fuel by combining it with the oxygen in the air just makes heat and little actual volumetric expansion so it contributes little to making cylinder pressure. What DOES make the pressure is the 78% nitrogen content of the air which is what expands and makes the actual pressure pushing the piston down. Nitrous Oxide works so well because it's supplying additional oxygen and fuel...but also providing a huge amount of expansion media to make cylinder pressure.
It’s amazing what guys will spend, but won’t buy a book to understand any of it! Thanks for putting this up! So there’s more to racing than, hit it harder, or spin it higher 😝😝😝😝! I love the old guys I learned from 😉😉😉😉!
We can get 454 cuin from a small block now so stepping up to a big block is not always necessary as it was in the past. Now, if you make that step you should be in the 600 + cuin area.
I believe it all depends on your needs. For me, I will never use a little four-cylinder to pull heavy loads. Either is diesel or a V-8. It’ll probably pull four-cylinder, but it’ll break. That’s what I think.
Ben, I wonder how many people was paying close attention to you and your surroundings? I know I sure was and I'm one happy guy right now. Oh, the Educational video was awesome. I wish I had the money to attend every class you have offered. I learn a ton from you every time. Thank you.
I think the argument that is missed is if all things are equal and the only thing you change is displacement, there is no replacement for displacement. No one is telling you that you can’t run a turbo on a big block. The argument little engine guys want to make is that they can make just as much power as a big engine with a turbo, but you would make more with a big engine and a turbo, and you would make more torque, spool up the turbo sooner, run less boost if the power was the same, or make more power if the boost is the same, and heat up the air less. Bigger is better, that is why Honda boys boost the k24 more often than the k20, completely destroying their argument that there is no replacement for displacement.
The only time that this argument doesn't work is with circuit racing cars, when engine weight can seriously hamper performance. You're not going to put a 1,000 hp LS in an F1 car and be competitive.
@@tonyslater8641 No, they wouldn't be faster, even a few kilos of extra weight is a serious hindrance. I remember when Honda had the most powerful V10 on the grid (1,000 hp and slightly more than 200 pounds in weight) and everyone was talking about how their engine was so much heavier than the rest that they just couldn't do well in actual competition. They're currently 1.5 liter engines. Edit: Larger physical engine size also has seriously negative effects on the aerodynamics of the car.
@@tonyslater8641 that being said if the rules in your class don’t penalize you for have a larger motor or in the case of F1 fuel flow regulations, bigger will be better.
On a level playing field more cubes = more power... everytime... always. As a poor guy I opt for big cubes everytime. It's always funny to here the giant killers out there after they've been beat by the big motor.... but you have a big block😢😢😢 😂😂😂😂
All things being equal a larger displacement will ALWAYS produce more torque and the same peak power, but at a lower rpm. A big engine can be mild and still make the same power as a radical small engine, and usually last much longer. The only time it makes sense to go with a smaller engine is if you are trying to fit a certain class, trying to make less low end torque, have space constraints or handling concerns, or just like to beat the shit out of parts at high RPM's for the hell of it. There is NO replacement for displacement. No matter what type of power adder you use, the larger engine will always be the right choice.
Efficiency. Horsepower and torque vs cubic inches. Efficiency is the reason builders are extracting three to four thousand horsepower out of the 5 liter coyote platform.
TL;DW bigger is easier to make more Hp with less component stress A 6.2 with always out breathe a 5.0 Thats the basics of it but then we get into VE and so on then it gets complicated
EFI University? Are its admission requirements based on DEI-doctrines and where you can also study bidenomics? In European elementary school, they teach that 18,000 cm/m is 509,400 cf/m. No wonder so many "experts" in the US don't even understand what torque means in practice. Even my grandma's bicycle has more torque than many cars.
Wow, After go’ogling Simmy Krotiel’s latest I noticed it had undergone revisions to add 4 ins. and even more using accelerated growth techniques, after 3 ins. more I feel so huge now, thanks
Should be common sense because what everyone do with a small engine to make power😂😂stroke it, bore it or both to make it...... BIGGER.😂😂😂😂just get a bigger engine....no replacement for displacement...anyone of them can be modified for power adders
I wish it was really that easy...but it just isn't! The "boost" isn't free! To get double the atmosphere requires some work...so in a turbo application, we typically trade some VE (due to backpressure losses) for density. In a supercharged engine, there is a ton of work to turn the blower fast enough to create the extra boost so there are losses there too! We can measure the engine's power output and see this clearly when we add "double the boost", but we don't get double the power! Adding boost, increases the density of the air while almost always reducing our volumetric, and mechanical efficiency at the same time...as long as we gain more from density than we lose from volume, its a net gain...but it's rarely a 1:1 ratio like suggested! I have a new video coming out soon that will discuss how to properly compare engines of various sizes and boost levels properly and I hope you'll tune in!
@EFIU_Ben I think for smaller engines boost is the fastest way to more power but like you were explaining there are pros and cons... The feeling of 20psi in a 4 cylinder is a unique experience.. I weekend drag for fun and I've had a lot of different cars..V8, 4cyl and my favorite so far is an inline 6 turbo....From my experience at the track for flat out drag racing a nitrous big block is the best way to go
![BOWKYLION - วิงวอน (ex-change) [Official MV]](http://i.ytimg.com/vi/cLdnZWDaO-w/mqdefault.jpg)
This should be required viewing for all car folks!
Thanks Lake! We have so much more on the way!
I've always been a minimalist. Making more power with less requires a deeper understanding of component selection and matching them. There's a lot of satisfaction in modifying components to increase performance. I ran low 12's in the 1/4 mile capped up in my daily driver. Small block 400, 8.5:1 with a 750 vacuum secondaries. Got good mileage as well.
My dad used to say "it's not the size of the sword that counts, it's how you wield it in battle" 😏
All jokes aside, very informative video!
Thanks! More on the way!
632 BBC 1350HP AND 1025 TQ IS KILLER MY FAVORITE ENGINE . THE BEST ENGINE IS A SONNY'S 1005.8 INCHER 2150 HP 1550 TQ ALL N/A
I’ve got a 4.88 cubic inch small block with twins and before anyone ask it’s a 4.5000 bore space cfe block.
One concept that many people don't mention is that burning fuel by combining it with the oxygen in the air just makes heat and little actual volumetric expansion so it contributes little to making cylinder pressure. What DOES make the pressure is the 78% nitrogen content of the air which is what expands and makes the actual pressure pushing the piston down. Nitrous Oxide works so well because it's supplying additional oxygen and fuel...but also providing a huge amount of expansion media to make cylinder pressure.
Excellent explanation, cheers.
Ben, love your new videos. You do well in a mono teaching moment(s).
Thanks!
You are a good teacher. Thank you!
Thank you! 😃
It’s amazing what guys will spend, but won’t buy a book to understand any of it! Thanks for putting this up! So there’s more to racing than, hit it harder, or spin it higher 😝😝😝😝! I love the old guys I learned from 😉😉😉😉!
Very interesting never really thought about it
Hey Ben I hear you’re the guy to go to on efi tuning. How do I figure out your classes/schedules?
all of our classes and their descriptions are on our website here: www.efi101.com and the new 2025 schedule is coming out soon!
Very informative.
Glad you liked it
Good video Ben
It depends on the application, use, weight and available traction of the vehicle in question. One size does not fit all
We can get 454 cuin from a small block now so stepping up to a big block is not always necessary as it was in the past. Now, if you make that step you should be in the 600 + cuin area.
I believe it all depends on your needs. For me, I will never use a little four-cylinder to pull heavy loads. Either is diesel or a V-8. It’ll probably pull four-cylinder, but it’ll break. That’s what I think.
0:38 10:07 13:18 16:47 20:54 22:07 The engine is an air pump. The more air we can pump in and out, the more fuel we will be able to burn.
Nice video
Thanks!
Ben, I wonder how many people was paying close attention to you and your surroundings? I know I sure was and I'm one happy guy right now. Oh, the Educational video was awesome. I wish I had the money to attend every class you have offered. I learn a ton from you every time. Thank you.
I think the argument that is missed is if all things are equal and the only thing you change is displacement, there is no replacement for displacement. No one is telling you that you can’t run a turbo on a big block. The argument little engine guys want to make is that they can make just as much power as a big engine with a turbo, but you would make more with a big engine and a turbo, and you would make more torque, spool up the turbo sooner, run less boost if the power was the same, or make more power if the boost is the same, and heat up the air less. Bigger is better, that is why Honda boys boost the k24 more often than the k20, completely destroying their argument that there is no replacement for displacement.
The only time that this argument doesn't work is with circuit racing cars, when engine weight can seriously hamper performance. You're not going to put a 1,000 hp LS in an F1 car and be competitive.
Thats right, but a better comparison would be to ask if F1 cars would go faster if the rules wento 5 liters instead of 3 or whatever it is
@@tonyslater8641 No, they wouldn't be faster, even a few kilos of extra weight is a serious hindrance. I remember when Honda had the most powerful V10 on the grid (1,000 hp and slightly more than 200 pounds in weight) and everyone was talking about how their engine was so much heavier than the rest that they just couldn't do well in actual competition.
They're currently 1.5 liter engines.
Edit: Larger physical engine size also has seriously negative effects on the aerodynamics of the car.
@@PistonAvatarGuy what if the difference was a 5.3 LS or a 7.0 LS weight would be almost identical?
@@tonyslater8641 that being said if the rules in your class don’t penalize you for have a larger motor or in the case of F1 fuel flow regulations, bigger will be better.
All good up until 22:40, all things can't be equal with those examples.
On a level playing field more cubes = more power... everytime... always.
As a poor guy I opt for big cubes everytime.
It's always funny to here the giant killers out there after they've been beat by the big motor.... but you have a big block😢😢😢
😂😂😂😂
All things being equal a larger displacement will ALWAYS produce more torque and the same peak power, but at a lower rpm. A big engine can be mild and still make the same power as a radical small engine, and usually last much longer.
The only time it makes sense to go with a smaller engine is if you are trying to fit a certain class, trying to make less low end torque, have space constraints or handling concerns, or just like to beat the shit out of parts at high RPM's for the hell of it.
There is NO replacement for displacement. No matter what type of power adder you use, the larger engine will always be the right choice.
Efficiency. Horsepower and torque vs cubic inches. Efficiency is the reason builders are extracting three to four thousand horsepower out of the 5 liter coyote platform.
That might be true if you have lots a $$$ .. but remember technology can change your words in a heartbeat…! 💗 😮💪
direct injection adds a wrinkle in the argument when it adds 10% torque to the sane size engine
Small engine, big boost!
No replacement for displacement..
TL;DW bigger is easier to make more Hp with less component stress
A 6.2 with always out breathe a 5.0
Thats the basics of it but then we get into VE and so on then it gets complicated
The most complex airpump ever
Boost beats displacement, hello Offenhauser......
☝️ Everything else being equal, bigger is better.
Agree! It's just nothing ever seems to be "equal"! hahah That's what makes it fun!
EFI University? Are its admission requirements based on DEI-doctrines and where you can also study bidenomics? In European elementary school, they teach that 18,000 cm/m is 509,400 cf/m. No wonder so many "experts" in the US don't even understand what torque means in practice. Even my grandma's bicycle has more torque than many cars.
Wow, After go’ogling Simmy Krotiel’s latest I noticed it had undergone revisions to add 4 ins. and even more using accelerated growth techniques, after 3 ins. more I feel so huge now, thanks
Thank you for your knowledge and videos TRUMP USA 🇺🇸 MAGA
🤡
Engines are a lot like peckers. If you have a small one, you just have to act like it doesn't matter.
Should be common sense because what everyone do with a small engine to make power😂😂stroke it, bore it or both to make it...... BIGGER.😂😂😂😂just get a bigger engine....no replacement for displacement...anyone of them can be modified for power adders
Running 14.5psi has the exact same volumetric efficiency as doubling the displacement
Thus making boost the replacement for displacement
I wish it was really that easy...but it just isn't! The "boost" isn't free! To get double the atmosphere requires some work...so in a turbo application, we typically trade some VE (due to backpressure losses) for density. In a supercharged engine, there is a ton of work to turn the blower fast enough to create the extra boost so there are losses there too!
We can measure the engine's power output and see this clearly when we add "double the boost", but we don't get double the power! Adding boost, increases the density of the air while almost always reducing our volumetric, and mechanical efficiency at the same time...as long as we gain more from density than we lose from volume, its a net gain...but it's rarely a 1:1 ratio like suggested!
I have a new video coming out soon that will discuss how to properly compare engines of various sizes and boost levels properly and I hope you'll tune in!
@EFIU_Ben I think for smaller engines boost is the fastest way to more power but like you were explaining there are pros and cons...
The feeling of 20psi in a 4 cylinder is a unique experience..
I weekend drag for fun and I've had a lot of different cars..V8, 4cyl and my favorite so far is an inline 6 turbo....From my experience at the track for flat out drag racing a nitrous big block is the best way to go