![]() im sure im forgetting something in there so i hope that helps you guys. this includes the intake flow, dynamic compression, and exhaust flow. Its not about how much boost you run that makes more power its about how much air your motor can move to make more power. also my own success with the stock na intake manifold and throttle body (722 rwhp at 29psi on a 71mm with some 264 cams). When the 1955 engine production line was up and running, complete engines were randomly pulled and dyno tested. The 1955-56 Packard V8 was the first modern high compression design, with 9.5 - 10.0 compression. you can see an example of this from when changing an intake manifold on a GTE makes little difference, need only look at darin and his success with the stock style intake manifold. First generation Kettering OHV8s were 7.0 - 8.0 compression. the GE might flow slightly better but the GTE head has physical size to the ports which makes a difference under boosted applications. Older children may experience difficulty in remaining awake or waking up. It’s that time of year where the weather is juuuuust right not too hot and not too cold, and where kids of all ages thrive from being in nature. Symptoms of Hydrocephalus in toddlers/children Abnormal enlargement of baby's head headache nausea vomiting fever blurred or double vision unstable balance irritability sleepiness delayed progress in walking or talking poor coordination change in personality inability to concentrate loss of sensory motor functions seizures or poor appetite. Funny things happen to air when its pressurized as far as flow goes. With Spring well and truly on the way, it’s time to grab those picnic baskets, dust off the blankets head outdoors. The general consensus from kean and chris, is that the GTE head is better designed for pressurized air flow and the GE head is designed for NA air flow. what we have seen though is that once you do get enough octain into the motor that it doesnt make a difference as far as tuning but it makes it harder to ignite the fuel at higher boost levels. ![]() basically the squish factor between the head and piston gets screwed by the thicker headgasket and make it more prone to detonation with certain octains, like pump 93. What i belive, and have seen from my builds, is that with using the NA head a thicker headgasket and NA(GE) pistons makes a significant difference in the detonation threashold. Hey guys, ill chime in here because i have talked extensivly with kean at bl, chris johnson, and justin nenni about this.
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