Assuming you mean 282 duration (at 0.050) (not overlap) plugging your engine into Pipemax it suggests your exhaust pipe is too big and too long. 1 5/8 x 29" better (for that rpm, higher would want shorter- to be determined as power and rpm goes up) Intake is too short as well being at about the 5th harmonic. Lengthening to range of 12" puts at 3rd harmonic, a stronger pulse. At 9000 your 8" intake is 3rd harmonic, not bad.
Starting at the last reply, yes, I meant 282 duration, but actually at .040" (Megacycle). You say my pipe at 1-7/8" x 24" is too long; that 1-5/8" x 29" would be better?? I wish I had more dyno time, but unfortunately everything so far has been done with 3 dyno runs of an hour or so. Dyno back in N.S. which is where I'll be headed in a week is about an 8 hour drive, so is difficult.
The variables are endless. All engines are air limited. The bulk of the work is to get more air into the cylinder.
Can't forget fuel either. That Mikuni is squirting huge drops of fuel. Trying to get that atomized and mixed for optimal power is tough. EFI can show some real gains.
Intake tuning, exhaust tuning, spark plugs, EGT, everything else listed above, the list is endless.
How much dyno time have you spent?
Oh, and carve 3 lbs off of the engine, 10 off of the frame and 20 off of you.
Carb too big, maybe, no fuel injection in near future, lots of other variables, I know and will try to address one at a time because we know what happens when two or more changes are made at the same time. As for 3lbs of the engine, it only weighs 85 lbs with the transmission, and the frame is all .060" x 1" tubing so only weighs 50 lbs, bodywork made by boat builder so weighs as much as the frame, and me, at 150 lbs, I'm 15 lbs lighter than when I was younger, but then I did wrestle in high school at 129 lbs, so ...maybe!
The B50 case volume is a terrible problem. A V8's pressure amplitude and frequency are very small by comparison because of the other cylinders. Just my guess: a big reed valve with a big connection to the case interior (substituting for the existing breather assembly) will allow the case to pump itself down to its leakage-based pressure.
I'm using a PCV valve on my breather, but not sure how well it is working. Generally, If a BSA is not blowing oil out somewhere, it must be doing something.
IMO the next step for dyno testing is in-cylinder pressure recording. You will not believe the differences that you will see from one stroke to the next. A series of three articles [Beyond the Dyno by Levon Pentecost] starting with #1 is here: http://www.aera.org/ep/epQ112.html [#2 & #3 are not on-line yet!]
Levon's webpage: http://www.isystemsperformance.com/index.html
These guys are suppliers of the necessary goodies: http://tfxengine.com/
I will be checking that out before my next dyno run.
A couple ideas on gaining robust HP per cubic-inch: Ring selection, configuration, and bore seal quality; piston configuration and high bore-skirt aspect ratio; oil intakes to clear oil off the crankshaft (vacuum cleaning); valve spring selection as a critical element for power, endurance, and reliability; and, of course, ultra-premium engine assembly.
R.
John.
I can get a better ring package (perfect seal?), and I'm sure my piston doesn't qualify as "high bore-skirt" ratio, so maybe I can lop off a couple of inches (see photo). Then it will be off to the balancer again to try to get the thumper to stop breaking things (like my frame.) I don't have oil intakes but I do have an oil scraper (second photo). I'm also running an oil squirter with a .025" hole, which may be flooding piston with too much oil, but WTF, I'm not blowing it up at 8500 rpm, so I don't think I'll eliminate that. Valve springs are RD and two years old. Ultra-premium engine build may not be the case, so I'll just defer to my previous statement.
NASCAR is also big into big time vacuum in the crank case, they seperate all of the cylinder sets and then the scavenger pump is a high displacement "roots" style pump that pull the case pressure down, not sure what pressure they go down to, but when Roush started doing this they claimed a 45 hp increase, divide by 8 and your single could see an additional 4-6 hps. Again assuming all other things equal. NASCAR engines are also big rpm(ers) and turn north of 9400 rpm pretty consistently.
So you need to improve breathing, and combustion but also need to be able to maintain that improvement at over 9000 rpm. No problem right ? just break out the check book!
Rex
The BSA does have dry sump with a two sided gear pump, but I'm quite sure it doesn't suck hard enough to pull a vacuum. As Panic suggested, I am using a (small) PCV valve to get some reduction. I've read about using an exhaust extractor (sound familiar?) to draw down the crankcase pressure, and that seems quite doable, so maybe I'll try one. And yes, just throw cubic dollars at it and hope they land in the right place. This year I gained 18 mph with the bodywork, but that cost about $5500, so about $300 per mph. Does that sound about right?
Try this ...
Heads flow 425+ CFM, cams 270* range, / .800+ lift, rockers 1.7-2.2. Bryant 3.33 crank, 6.2" Carr rods, CP/Mahle/JE pistons with a dish or whatever to make 12:1 with 40-50cc heads. 2.180 intakes 1.625 exhausts. Uni-Boring blocks with 50-65mm cam bearings, 4.100-4.200 bores. Also I know that the cranks use Honda sized bearings to reduce drag.
The big numbers here are 425 cfm head flow and .800" valve lift. I'm flowing about 225 cfm with .430" lift. I have some re-ratioed rocker arms for .530" lift I can try but I'll still be a long way off these numbers!
I suppose other numbers such as actual port areas and lengths as well as valve timing are still somewhat secret for Nascar motors. Just knowing what they use would still be interesting so we don't have to guess whether or not there are some new ideas there. Otherwise, it will be incremental changes, as Rex suggested, and hope for the best. Wish I had my own dyno. Maybe I could make one........
Tom