What to do to make more torque?

Original post was a cheap way to make more torque.

It only makes sense to do what ever you have to do to make the most power. At the higher levels thats what it takes or you can stay home. But when you are just out in the shop tueaking around instead of watching cartoons you go ahead and do the freebies since your time is free, provided you would otherwise be watching the cayote.

The later is what I assumed was the intention of the post.

There is a replacement for displacement and that would be RPMs. I guess not applicable in your case.

Total ign advance should be set so you get as complete a burn and max cyl pressure by somewhere around 7 to 14 (guessing) degrees ATDC.

A good close (but safe) quench area increases turbulance which makes for a more complete burn and alse backs up the Total ignition advance which gains you more power due to not loosing it from to much advance cyl pressure building up before TDC. Not sure JDs are conducive to making quench pads usuefull. Take it with a grain of salt.

In a big bore long stroke 2 cyl (and most other applications for that matter) you want to keep the exhaust valve closed as long as possible to use every bit of cyl pressure possible to increase torque. Yet you have to open it soon enough so you don't loose it all back due to pumping losses. Good exhaust ports will help. Also imporving low lift flow can help evacuate left over exhaust gasses expecially if it is designed to prevent reversion. Good low lift flow would help the blow down period. Cam timing affects part of this and short of changing cam you can increase rocker ratio and add some more lash on the exhaust side to get the valve timing closer to what the engine wants.

On the intake side as already stated effeciency is the key. Volumetric Effeciency of less than 80 percent is probably the norm for most restricted JD motors (and pretty much every other old NA tractor motor, IMHO. Peak torque usually occurs at highest VE so it stands to reason that this is the area to work on. Get the right velocity, cfm and suspended fuel from the entrance to the carb to the cyl. You can increase the flow and loose torque. You can increase the velocity and loose torque, and you can wet the runners down and wash wet fuel into the combustion chamber and loose also. So at peak torque get the velocity up to .6 mach. Get the carb big enough (or small enough, what ever the case is) to get you there.

Venturi area size= CID X RPM X Volumetric Eff / 187,200 Works in most applications for peak power. May need some adjusting running under peak power at low rpms. 600X1200X.90/187200=3.46 square inches or a 2.10 inch venturi. May not be exact but should be ball park. Runner size will determine the velocity. Formula is from tech papers and you can take it for what its worth. Also may not take into account an intake without a plenium to keep the motor feed.

Lengthen the intake runners to take advantage of the ram effect and pressure waves. Like chrysler did with the cross ram intake and all the big 3 do now the the intakes which are lengthed to improve torque.

Sorry for all the rambling but it beats washing dishes. Hope there are not to many inaccuracies as the 2 cyls large CI motors are unique unto themselves.

YOUR post, on the other hand, seems to belittle the idea of making the most power you can by paying attention to the details, and instead just advocates hogging out the bores and welding up as much stroke as you can shove into an engine. But without paying attention to the details that Tim mentions, you'll get beat every time by the guy who does just what you do, but THEN takes the time to do the detail stuff that Tim laid out in his post...and that goes for tractor pulling, stock cars, drag racing, or whatever form of motorsports you choose. If you've never seen the guy with the smaller engine that's built RIGHT beat the guy with the bigger engine that's simply built BIG, then you haven't been around motorsports very long....either that, or you're just not paying attention.