BTR/AI First Start
10-22-2013, 10:37 PM
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BTR/AI First Start Car is on a Frost mail order tune for startup.
Ai 243 226cc heads
BTR 235/242 111+3 cam
Fast 92/NW 92mm TB
BTR SLR Lifters
36lb Fast Injectors
Powerbond UDP
FTRA
Descreened stock MAF
Stainless works longtubes
Catted ypipe
Slp dual/dual
Last edited by ezzlez28; 10-23-2013 at 08:05 AM. Reason: Added information
10-22-2013, 10:57 PM
#2
That's such a cool setup man, good luck with it. That should run really strong. AI does great work as does Tooley. I had those very same heads on my old setup and cracked 460 rwhp with a much smaller cam. You might see in the 470s with that big mother if you get a FAST.
Did you notch the pistons?
Did you notch the pistons?
10-22-2013, 11:17 PM
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No flycutting, it does have a fast 92, as well as every bolt on. Underdrive pulley, ftra, etc. I didn't list every mod, just a quick list. Pretty excited, I've had the car for almost 7 years, this is a long time coming.
.....I daily drove my 99 with a TREX, barely any surging and only at a crawl in stop'n'go traffic...Got rid of it for a cam with much better low end/mid-range... Trending Topics
10-23-2013, 05:59 PM
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There is a lot more than the split between durations to cams. I emailed and talked to Brian Tooley about which to go with. Decided between his stage 3 and 4 cams. With the amount of driving (not much) and what I wanted from it, I picked this one.
Took it for the first drive tonight, about 20 miles. The tune is what I expected, bucks during some rpms but it was okay at 60 in 6th on the freeway. I took it up to about 5000 rpms in second gear and the car shot sideways as the power crept up. The cool air didn't help traction but it felt violent. Can't wait to get a full tune and really let it breathe.
Took it for the first drive tonight, about 20 miles. The tune is what I expected, bucks during some rpms but it was okay at 60 in 6th on the freeway. I took it up to about 5000 rpms in second gear and the car shot sideways as the power crept up. The cool air didn't help traction but it felt violent. Can't wait to get a full tune and really let it breathe.
10-23-2013, 08:34 PM
#17
Very true, but conventional cathedral cams with heads like that are closer in duration. Just wondering why you chose that was all. And sub'd for results as I'd like to do a 240/242 cam on these heads, also on 111.
10-23-2013, 08:41 PM
#18
BTR cam was tested by Tooley and that's the optimal power profile. It's not surprising. LG had the G5X3 a decade ago that was a 234/242 and it worked incredibly well, even with AFR heads, which have tremendous exhaust to intake ratio flow.
You can see what I went with... the added exhaust duration increases the overlap (which usually means more power in cathedral port heads) and creates a longer exhaust valve opening that literally sucks the intake charge into the cylinder. The added exhaust helps power hold on after peak better than single pattern or small split cams.
You can see what I went with... the added exhaust duration increases the overlap (which usually means more power in cathedral port heads) and creates a longer exhaust valve opening that literally sucks the intake charge into the cylinder. The added exhaust helps power hold on after peak better than single pattern or small split cams.
10-24-2013, 12:41 PM
#20
BTR cam was tested by Tooley and that's the optimal power profile. It's not surprising. LG had the G5X3 a decade ago that was a 234/242 and it worked incredibly well, even with AFR heads, which have tremendous exhaust to intake ratio flow.
You can see what I went with... the added exhaust duration increases the overlap (which usually means more power in cathedral port heads) and creates a longer exhaust valve opening that literally sucks the intake charge into the cylinder. The added exhaust helps power hold on after peak better than single pattern or small split cams.
You can see what I went with... the added exhaust duration increases the overlap (which usually means more power in cathedral port heads) and creates a longer exhaust valve opening that literally sucks the intake charge into the cylinder. The added exhaust helps power hold on after peak better than single pattern or small split cams.