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Less heat in the combustion chamber allowing more boost. Again, I did not find that magical point of diminishing returns because I ran out of time. I simply set the open loop boost duty cycle to 35% and made runs on the dyno pulling timing out and stabilizing AFR's via VE map until it would rev all the way thru without detonation and attain constant target AFR's. I put hours and hours in my heads to obtain max flow and when I say hours and hours you would have to know me to know what I mean. I don't stop. Maglito's post about his heads that Aliaz had done was a driving force. Their documentation and flow numbers are incredible. Air is power no matter what boost pressure it is at. Greg D. says it best: boost is a measure of resistance to flow. With the head flow I have and the 276 degree cams along with high valve lift profile, there was a lot of air going thru the engine at 31.3 psi which was max boost pressure at 7256 rpms. I don't mind sharing information but in my mind I've reached my goals and set a new standard. I did it with a lot of time, work (heavy on the work), research, and money. As an example, I blew the Tomei head gaskets on a Thursday and had to have the head sealing surface welded and machined along with removal of all the valves etc to do so. That meant pulling the engine, cams, heads, etc. I set it up to be done the next day (Friday), drove 3 hr round trip to wait on the machine shop to do it for me, came back put the heads back together, pulled the main bearings out to check them, pulled #6 rod cap off to check it, assembled the engine again and had it running on that Sunday. I've busted blocks, cracked cranks, etc in the past trying to squeeze every little ounce out of this 3 liter V6. I'll share some of my thoughts but I'm not going to give them all away for someone else to top my feat I've worked so hard to attain. I don't mean to be blunt, it's the racer in me.
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