Dyno numbers - "torquer cam"
10-16-2009, 01:09 PM
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Dyno numbers - "torquer cam" Mods are: TR 230/224 .575/.563 111LSA cam, LS6 intake, P&P throttle body, Hooker 1.75" headers (no exhaust), no A/C, stock pullies, LS3 ported oil pump, Comp 925 valvesprings, Manley timing chain, LS7 lifters, ARP rod bolts, Racetronix fuel pump, 7.25" triple disc clutch w/ button flywheel (30lbs lighter than stock).
I wanted a cam that gave me fairly broad power, since I'm doing road racing. My goal was max power from 3500-7000rpm. Also, I wanted smooth power, so that the throttle would react similarly at all RPMs.
No AFR data, as my headers dumped too soon and we were sucking in atmoshperic air between exhaust pulses. However, my injectors were at 101% duty cycle from 5500rpm through redline. This indicates a lean condition up high, and probably reduced HP.
Anyway, this cam accomplished my goal of getting a nice, broad powerband. With a heavier clutch/fly, I'd clasify this cam as being on the upper end of "streetable". But, it's great for road racing. It's going to allow me to choose which gears I want to use when coming out of turns, instead of being forced to be "up in RPMs". Also, because I am not forced to wind the car up so much, it should save a lot of wear-n-tear. After all in just a single race, I'm making 16 1/3 mile passes, 32 1/8 mile pulls, and roughly a hundred little "squirts" of throttle.
Thanks to Chris Carver Motorsports for heolp with the clutch install, and all the little things they've done to the car over the years (little stuff, like the roll cage and fire supression system!). Their machining work on the clutch was PERFECT!
Special thanks to Shane, Angie, Gene, Bleachers and everyone else at Thunder Racing who installed much of this stuff. They are the textbook definition of "professional". I'm very picky about who I trust my life to (it's a racecar, after all) - I'd trust these guys any day of the week and twice on raceday!
I wanted a cam that gave me fairly broad power, since I'm doing road racing. My goal was max power from 3500-7000rpm. Also, I wanted smooth power, so that the throttle would react similarly at all RPMs.
No AFR data, as my headers dumped too soon and we were sucking in atmoshperic air between exhaust pulses. However, my injectors were at 101% duty cycle from 5500rpm through redline. This indicates a lean condition up high, and probably reduced HP.
Anyway, this cam accomplished my goal of getting a nice, broad powerband. With a heavier clutch/fly, I'd clasify this cam as being on the upper end of "streetable". But, it's great for road racing. It's going to allow me to choose which gears I want to use when coming out of turns, instead of being forced to be "up in RPMs". Also, because I am not forced to wind the car up so much, it should save a lot of wear-n-tear. After all in just a single race, I'm making 16 1/3 mile passes, 32 1/8 mile pulls, and roughly a hundred little "squirts" of throttle.
Thanks to Chris Carver Motorsports for heolp with the clutch install, and all the little things they've done to the car over the years (little stuff, like the roll cage and fire supression system!). Their machining work on the clutch was PERFECT!
Special thanks to Shane, Angie, Gene, Bleachers and everyone else at Thunder Racing who installed much of this stuff. They are the textbook definition of "professional". I'm very picky about who I trust my life to (it's a racecar, after all) - I'd trust these guys any day of the week and twice on raceday!
