How does this carbed combo sound
06-16-2014, 09:11 PM
#1
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How does this carbed combo sound Stock 2010 6.0 with custom cam by Martin 229/253 duration 627 in 631 ex on a 109+3, Victor Jr., Pro Systems 780 4150 carb, 1 7/8 headers. Going in a 3100 pound street/ strip car with th400 with transbrake, Custom converter to match with 4.11 gear. Any suggestions?
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06-18-2014, 10:27 PM
#13
That split is normal for a high rpm L92 cam. My guess is high tens... your leaving a lot on the table to be optimized.
Last edited by The stunningman; 06-18-2014 at 10:36 PM.
06-19-2014, 01:03 AM
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Well this trend/theory certainly contradicts a lot of what old Ed Iskenderian had to say about what 'works' in cam design.
With relatively small duration on the intake, thus in theory not maximising cylinder fill, I'm interested to know what holding open the exhaust valve with such duration is going to achieve. Is this all based on relatively weak flow of the stock exhaust port, or otherwise?
Hmmmm, interesting stuff anyway.
With relatively small duration on the intake, thus in theory not maximising cylinder fill, I'm interested to know what holding open the exhaust valve with such duration is going to achieve. Is this all based on relatively weak flow of the stock exhaust port, or otherwise?
Hmmmm, interesting stuff anyway.
06-20-2014, 02:19 AM
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Well this trend/theory certainly contradicts a lot of what old Ed Iskenderian had to say about what 'works' in cam design.
With relatively small duration on the intake, thus in theory not maximising cylinder fill, I'm interested to know what holding open the exhaust valve with such duration is going to achieve. Is this all based on relatively weak flow of the stock exhaust port, or otherwise?
Hmmmm, interesting stuff anyway.
With relatively small duration on the intake, thus in theory not maximising cylinder fill, I'm interested to know what holding open the exhaust valve with such duration is going to achieve. Is this all based on relatively weak flow of the stock exhaust port, or otherwise?
Hmmmm, interesting stuff anyway.
06-20-2014, 01:38 PM
#18
I'll see if I can post up a dyno graph of a cam I did recently in an identical combination. It replaced a TSP 235/239 111 camshaft.
Specs were 231/251 109+3.
It made 15 more peak hp, 25 more peak torque and gained nearly 25 average torque from 5000-7500rpm.
The car has been to the track since the cam swap and gained nearly two tenths in E.T. and 1.5mph.
Bozz is right though, this cam would not work in a heavy car without the mechanical aid of lower gears and a high rpm stall converter. The combo listed above that gained E.T./HP&TQ was in a 3000lb. race weight fox body Mustang with a 4.10 rear gear and 5200rpm stall.
Specs were 231/251 109+3.
It made 15 more peak hp, 25 more peak torque and gained nearly 25 average torque from 5000-7500rpm.
The car has been to the track since the cam swap and gained nearly two tenths in E.T. and 1.5mph.
Bozz is right though, this cam would not work in a heavy car without the mechanical aid of lower gears and a high rpm stall converter. The combo listed above that gained E.T./HP&TQ was in a 3000lb. race weight fox body Mustang with a 4.10 rear gear and 5200rpm stall.
06-20-2014, 01:40 PM
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My 234/250 .621/.629 112+4 didn't clear with enough ptv for the general consensus of good. Different cam I know. I was just thinking this bigger split would be set up for spray or somethin along those lines?