@barncobob posted:16:1....thats is past diesel compressions which are high
Static compression means nothing. It's dynamic compression that matters.
16:1 static with huge ports, huge carbs and intake, huge cam, and huge exhaust will be much lower in dynamic compression. Pat is building a drag motor that probably doesn't have ANY cooling system at all.
I was told my 10.2:1 engine would melt on the street. It hasn't(dynamic compression is in the desired range of 8 to 8.5:1).
I am running a 911 shroud. I was told that doesn't work either.
I only have a thermostatically-controlled plate cooler, none in the shroud. They said that's the way to kill the engine too.
I was also told it would NEVER cool evenly. I added a slightly modified Porsche 911SC vane on the back of the alternator. I monitored all 4 cylinder head temps for a while. The cylinders stay within 20 degrees of each other. Good enough.
It used to overheat when idling or moving very slow in HOT weather. I added sled tins to keep the spent air from recirculating into the fan intake. It worked, and dropped head temps ten degrees across the entire temp range.
I have an Autocraft dry sump and a bit over 6-7 quarts in the system. Engine is full flowed, the bypass valve is on the oil filter flange(JayCee) and goes back to the oil tank. There is a custom-made(Autocraft) oil pickup that bolts to the VW sump with AN10 line directly to the oil pump scavenge stage(52mm gears). The pressure side is 26mm.
There isn't a single thing "stock" about my air or oil cooling system. Exactly zero engineers of any nationality were consulted.
When I remove the valve covers there is not a single drop of oil in there. The scavenge pump actually draws a vacuum on the case. This is good for ring sealing and minimizing blow-by.
None of this is "designed" but it works. And it works well indeed. It was not cheap, but it was less than a set of Nickies cylinders, that's for sure.