I have the Eagle rotating assembly with 6.2" I-Beams. It's been my belief that a stroked engine is going to give you a longer dwell time at TDC and BDC over stock. The longer rod improves the rod ratio and helps to reduce the side loading on the cylinder wall. The dwell timing at TDB and BDC is the same. A long stroke will have increased piston speeds due to the longer rotational travel of the increased arc radius, but at the same time, it reaches the end of the stroke sooner, making it stay there longer.
svt2785, thanks for pointing me in the direction of Miller Egnineering. Excellent tech info on Mid-Lift design theory. It further confirms my thoughts on the geometery. There was a write up, years ago, in the Mustang Performance Handbook that desribed the same principle but didn't go into depth, other than say you should be at this point at 50% of lift. By the looks of some pictures when I got the engine from the builder, the push rods are to short.
Unforunaitely, without a way to adjust the pushrod fulcrum point, it's impossible to get all the benifits of Mid-Lift design. I can only concentrate on the valve side of the rocker, to minumize guide wear.
Early on, I did have detonation issues and have brought the timing down in the 32* total range. I will further work on the timing when I get it back running and retune it.
My static comp ratio is 9.67/1, with a dynamic ratio of 8.4/1. From what I have read, I am nearing the upper end of dynamic CR range on 91 octane.
Thanks for the help.
