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<blockquote data-quote="Pinero61" data-source="post: 887814" data-attributes="member: 15914"><p>Haha, good one. No, I do not claim to know more than General Motors, or be a mechanical expert. Simply mechanically competent is the point that I'm trying to get across. I'm still young, and have much to learn. </p><p></p><p>Now, let's put a little boost to that GM 6.2, and see how long those high compression hypereutetic pistons last. DOHC engines with variable valve timing (Ford 5.0) can over lap the intake and exhaust valves to reduce the effective compression ratio. This allows these engines to survive at higher boost levels without expensive engine builds. Granted, once you pass the threshold of needing a built engine, these will be more expensive to build. To a certain power levels, each engine has its advantage. </p><p></p><p>As far as the 6.2 being a pushrod engine, you are correct it is not. Thank you for correcting me. Still though, SOHC and DOHC are different beasts when VVT is introduced.</p></blockquote><p></p>
[QUOTE="Pinero61, post: 887814, member: 15914"] Haha, good one. No, I do not claim to know more than General Motors, or be a mechanical expert. Simply mechanically competent is the point that I'm trying to get across. I'm still young, and have much to learn. Now, let's put a little boost to that GM 6.2, and see how long those high compression hypereutetic pistons last. DOHC engines with variable valve timing (Ford 5.0) can over lap the intake and exhaust valves to reduce the effective compression ratio. This allows these engines to survive at higher boost levels without expensive engine builds. Granted, once you pass the threshold of needing a built engine, these will be more expensive to build. To a certain power levels, each engine has its advantage. As far as the 6.2 being a pushrod engine, you are correct it is not. Thank you for correcting me. Still though, SOHC and DOHC are different beasts when VVT is introduced. [/QUOTE]
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