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Interesting.
Jim,
Thank you for getting me thinking.
Just spit balling further:
Risk of detonation I believe comes with higher cylinder pressure which has a direct correlation to TQ.
Thus, if the cam change dose not increse TQ peak, it would probably not be increasing the risk.
Both cams are very well developed and are not going to leave much on the table and looking at the shorter compression stroke of the C2 we might be seeing why it works well at 13/1 CR (there are a host of other reasions).
Unless there is something else to improve breathing like an exhaust improvement, I suspect we would not see an increase in Peak TQ or cylinder pressure with such a change. We would probably just see Peak TQ move to a higher RPM because of the different cam timing.
In theory we might even see peak TQ and cylinder go down with a cam change just a hair. But in this case it would probably be a very small change and there are other variables involved.
What I am thinking is we would probably see TQ build a couple hundred RPM later in the lower rpm range and just see it peak and fall off later a couple hundered RPM later with no peak increase. This will however make for more HP.
Again, I do not know if this strategy is valid but I first heard of in in the 70's when a lot of the motor's were high compression and our fuel quality took its first hit.
I would probably just rely on Steve Wong at 911chips.com to do a chip that will keep the motor safe.
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