Larry Widmer (engine performance god):
I think most will agree that today’s engines with modern combustion spaces (combustion chamber / plug position / piston design) burn a much higher percentage of their (ingested) air fuel mixture than did engines of the mid-eighties.
If you burn (more) of the mixture, it is therefore possible to have a faster burn that lasts longer. If that doesn’t make sense to some people here, I’m sorry.

In 1985, the notion of swirl didn’t make sense to most of my head-designing contemporaries either. Comments, that it could only work in extremely low RPM applications abounded, but by the early ‘90’s, damned near every new head design incorporated swirl-inducing ports and swirl chambers.

Today, I’d like to think that with all the information that’s only fingertips away, most people would have figured out that the engine efficiency depends on mixture preparation combined with the ability to deliver that mixture to a combustion space that’s engineered to mechanically force quick ignition of as great a portion of that mixture as possible. From the domestic side, you need look no further than some of the engines “formulated” for the Popular Hot Rodding’s Engine Masters series. Examples of small chamber volume, combined with lots of well-positioned quench to direct and position the mixture are everywhere. While achieving low brake fuel specifics are not part of the contest, you’d better believe that burning as much of the available mixture is the primary objective.

Don Terrill can tell you I didn’t “jump” at the opportunity to give an interview for Speed Talk. In fact many months went by before I finally consented. I wasn’t looking for a pedestal to preach from.

I was fortunate enough to have been able to participate in a number of heavily funded development programs from the mid 70’s through the late 80’s when I retired (1987). I studied every technical paper relative to combustion I could get my hands on. I worked with some brilliant engineers on mixture preparation and delivery methodology. We had digital fuel control systems before most in the automotive industry even knew what “digital” was. We ran 24-1 air fuel ratios in passenger car engines 1978. I won’t dare mention what we achieved for fuel mileage. For the 1979 Indy 500, I designed and built the fuel injection manifolding for the General Dynamic’s digital Electrosonic throttle body for the Cosworth V8. Roger Penske told us that he’d never run anything except a mechanical fuel injection system because electronics ones couldn’t be dependable for 500 miles. My how the times have changed. In 1986 was given a blank check to design an “optimal” combustion space for an OE manufacturer. We mutually worked through hundreds of cylinder head / chamber idiosyncrasies, and I retired comfortably set for the rest of my life. …..And I almost forgot! During that same period, I also managed to crank out a few racing heads for drag racing, NASCAR, CART, and the Mini-Indy series.
I’ve consulted for a few projects since 1987, but I’ve had absolutely no desire to ever get involved in the “scene” again.

Today…I have a hobby shop. I enjoy playing with little 4-valve Honda engines. I have the ability to build and test most anything I design in-house. I acquire the equipment I need without going into debt, and last year, I managed to pay myself $70.00. I can’t wait to get to work everyday.

I could care less if someone says that something I’ve built can’t or won’t work. If I’d listened to all the people who made statements like that during my life, there’d have been no point in ever trying to improve any aspect of projects I’ve worked on.

I still contend that the best thing that ever happened to me was leaving California (MT, Edelbrock, etc) in the very early 70’s and returning to Cowtown to start my business (Endyn). Isolated in Ft. Worth, I was never exposed to the latest trick-of-the-week on either coast, nor was I influenced by anyone in the industry other than Jim McFarland, who’s advice to me was to always “keep my nose to the grindstone”, and I did. I lived in my shop for seven years. I worked on problems until I found solutions, and if I didn’t understand why the (solution) worked, I took the time to examine it until I did. More people should consider adopting the practice.

Now guys….if it’s not immediate to my hobby, it really doesn’t concern me, so you can relive the “feeding frenzy” of twenty years ago to your hearts’ content….…..and a few of us will sit back and smile with the knowledge that despite all years of change, for some, everything remains the same.