Changes in RVP will be transparent once the intake valve warms up. It really only has an impact on cold startability. Longer HC chain impacts on preignition are eclipsed by other factors such as chamber design and compression ratio.

 

RVP applies to IAT. C16 wouldn’t do as well as Q16 with IATs below 60* for example. With this being fuel injection the fuel is still a liquid when it hits the back of intake valve and as it enters the cylinder. IMO the RVP isn’t transparent once the intake valve warms up. With a carb a good portion of the fuel is still a liquid once it enters the cylinder as well.

 

Suit yourself. I only do this stuff for a living. lol

 

I’m not trying to be a douche. I have no reason to argue. I’d much rather have a discussion about it in all seriousness.

 

To described the combustion chamber as "chaotic" when an engine is running would be an understatement. Saying something will help X % would be nearly impossible to isolate. Things are done on a probabilistic basis as its impossible to do deterministicly with any confidence.

 

After 3-4 coats of gloss black and sanding inbetween I was finally happy enough with the finish. I just finished up putting 3 coats of clear on it and when it fully cures I’m going to start putting the shortblock back together.

 

What?

 

Before on #3 main rear thrust face...that sunburst pattern is no bueno



And after redneck garage polishing



How the rod journals turned out....

 

 

I buffed the counterweights in hopes it would help oil sling off but I don’t think it’ll be a issue since the mains and rod journals are pressure fed oil. Plus the moly coating on the bearings holds more oil since it’s porous. I also looked at them magnified 40x and you can see lots of nicks and gouges still....I’ll try to get a pic of what I’m talking about. They weren’t visible before since the grinding marks tricked the eyes into thinking they were all straight lines but after polishing there’s nasty looking gouges from the abrasives loading up. Pretty cool stuff to see.