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I got my extreme automatics 200 4r back in with the brake. That brake is quick,8" fti converter is a little more stall than advertised. 6130 rpms on brake 😂.
[/right]I got my extreme automatics 200 4r back in with the brake. That brake is quick,8" fti converter is a little more stall than advertised. 6130 rpms on brake 😂.
I am very interested in this setup, thanks for sharing!
Can you please offer your advice?
Would this cam/heads/intake/stall setup be appropriate for a LQ9 blocked 408?
I have a new project, it's a 2000 Formula with a TMS 408, LS3 CNC'd heads, Fast 102, 235/243, .612, 114+3, TH400 w/brake, TCI (crap) stall, 1.75 LT's, 4.11 fab'd 9" with spool, all chassis components tubular etc. 3500 lbs WITH driver, lots of weight reduction done, probably could do 200lbs more somewhat easily. diamond flat tops with valve reliefs. The engine is currently at 11.0:1 with stock volume LS3 heads and .051MLS. 8.5cert cage, I want to retain the wiper function. Drag only car, not street.
I am planning on changing the stall, and going to a "high effort" N/A build. There are lots of mismatched components on this car.
Here is what I am thinking:
mast med bore cathedrals (or tfs 235 tooleys), (and now also considering your head option here)
I want to increase the compression as much as possible with current pistons, I am good with race gas or converting to E85,
Victor Jr. (hood clearance), 4 bbl throttle body (EFI) (no elbow)
1-7/8" or 2" LT's, 3" dual exh, X and straight through mufflers.
Custom cam to take advantage of setup (I don't want solid)
quality stall (circle D, PTC, ProTorque, FTI, etc) spec'd to application.
I'd do 2" primaries and I'd take a serious look at the new afr260's
LOL! what Darth said + Mid-Length Runners for your FAST
and the cam you have would work well with the AFR LS3
Heads especially with 11.5:1 Comp or better if you can.
.040 Gasket and small mill 12.0-12.5:1 Comp.
Enough power to get in the 9s with other mods mentioned.
The engine labs article on my new engine is finished and I am proud to share the results.
It is an 11.5:1, pump gas 403" LS2 with Cam Motion LLR Street Solid Roller and the new Dart Pro1 LS3 cylinder heads topped of with a Edelbrock Victor Jr..
Here is a pic of the finished product on the dyno and a link to the article:
I am very interested in this setup, thanks for sharing!
Can you please offer your advice?
Would this cam/heads/intake/stall setup be appropriate for a LQ9 blocked 408?
I have a new project, it's a 2000 Formula with a TMS 408, LS3 CNC'd heads, Fast 102, 235/243, .612, 114+3, TH400 w/brake, TCI (crap) stall, 1.75 LT's, 4.11 fab'd 9" with spool, all chassis components tubular etc. 3500 lbs WITH driver, lots of weight reduction done, probably could do 200lbs more somewhat easily. diamond flat tops with valve reliefs. The engine is currently at 11.0:1 with stock volume LS3 heads and .051MLS. 8.5cert cage, I want to retain the wiper function. Drag only car, not street.
I am planning on changing the stall, and going to a "high effort" N/A build. There are lots of mismatched components on this car.
Here is what I am thinking:
mast med bore cathedrals (or tfs 235 tooleys), (and now also considering your head option here)
I want to increase the compression as much as possible with current pistons, I am good with race gas or converting to E85,
Victor Jr. (hood clearance), 4 bbl throttle body (EFI) (no elbow)
1-7/8" or 2" LT's, 3" dual exh, X and straight through mufflers.
Custom cam to take advantage of setup (I don't want solid)
quality stall (circle D, PTC, ProTorque, FTI, etc) spec'd to application.
Thanks for your time.
Your current combo is not bad, but for a drag only car, the camshaft is leaving a bit on the table. I see you noted a Vic Jr. intake. Will that allow you to keep the wipers on your 4th gen? If so, this is the camshaft that I would recommend for rectangle ports and a single plane intake like the Victor: http://store.cammotion.com/street-ki...-port-camshaft
That camshaft is the hydraulic version of the cam used in my engine build.
As for the heads, if you were going to run a FAST style intake, I would say the TFS 245s or the MAST cathedral ports heads. If you are going to run a Victor style or Hi-Ram style intake, you can run either, though I might lean toward the rectangle ports. If you are going to use stock rockers and a hydraulic cam, cathedral ports might be the way to go.
For headers, with no nitrous, 1 7/8 will suffice. If you plan on nitrous or power adders later, you could go 2".
On compression, I would not be afraid to crank it up to 11.7:1 or so. It is free power and it should handle pump gas no problem.
Don't skimp on the torque converter. With a TH400, I would do a PTC. They make a great converter and have great customer service.
Originally Posted by big hammer
Some TFS 235's would there wake that engine right up there
Originally Posted by NAVYBLUE210
Hammer don't hurt em LOL!
Yeah yeah....... COME GET SOME!
Last edited by speedtigger; 06-09-2017 at 11:22 AM.
Your current combo is not bad, but for a drag only car, the camshaft is leaving a bit on the table. I see you noted a Vic Jr. intake. Will that allow you to keep the wipers on your 4th gen? If so, this is the camshaft that I would recommend for rectangle ports and a single plane intake like the Victor: http://store.cammotion.com/street-ki...-port-camshaft
That camshaft is the hydraulic version of the cam used in my engine build.
As for the heads, if you were going to run a FAST style intake, I would say the TFS 245s or the MAST cathedral ports heads. If you are going to run a Victor style or Hi-Ram style intake, you can run either, though I might lean toward the rectangle ports. If you are going to use stock rockers and a hydraulic cam, cathedral ports might be the way to go.
For headers, with no nitrous, 1 7/8 will suffice. If you plan on nitrous or power adders later, you could go 2".
On compression, I would not be afraid to crank it up to 11.7:1 or so. It is free power and it should handle pump gas no problem.
Don't skimp on the torque converter. With a TH400, I would do a PTC. They make a great converter and have great customer service.
Yeah yeah....... COME GET SOME!
Steve
Hammer & My post are sarcastic & directed to the "cathedral port mafia"
not you! Both of us LOVE your build.
Speedtigger that cam is really similar to the big cam I'd consider for my street car rx7 since I picked up a mid length runner Fast for my 402
243/258 on 112+3 is what I was thinking.
I figure the shorter runners will want more overlap compared to a long runner fast. That's getting real big for a street car though.
I actually originally spec'ed it on 110+3 but that'd be 30.5* overlap and that's toooo much, but I think it'd make more power with the shorter runners.
Speedtigger that cam is really similar to the big cam I'd consider for my street car rx7 since I picked up a mid length runner Fast for my 402
243/258 on 112+3 is what I was thinking.
I figure the shorter runners will want more overlap compared to a long runner fast. That's getting real big for a street car though.
That should work really nice for you.
I would not say that short runners "want" more overlap. There are two things going on. Short runners like earlier intake valve events compared to a longer runner intake for a given RPM range. Those earlier valve events mean that the intake valve opens sooner which contributes to overlap. The other part of the equation is that short runner intakes are typically used at higher RPMs. Higher RPM engines will generally benefit more from increased overlap comparatively speaking. Not to nit pick your statement, I just thought it would be beneficial to elaborate on the dynamic.
I would not say that short runners "want" more overlap. There are two things going on. Short runners like earlier intake valve events compared to a longer runner intake for a given RPM range. Those earlier valve events mean that the intake valve opens sooner which contributes to overlap. The other part of the equation is that short runner intakes are typically used at higher RPMs. Higher RPM engines will generally benefit more from increased overlap comparatively speaking. Not to nit pick your statement, I just thought it would be beneficial to elaborate on the dynamic.
I like the elaboration! Sorry if this is a thread jack...
My understanding about why short intake runners like an earlier IVO is because the column of air in the short runner has less inertia making it achieve a higher flow rate earlier in the intake stroke. This means that it can benefit from higher lift at an earlier point ATDC compared to a long runner. Closing the intake valve earlier also helps trap more cylinder pressure to offset the mid range torque losses and also helps prevent reversion as the port also generally stalls out sooner ABDC.
As a kind of thought experiment I'm trying to come up with a smaller cam for a single plane intake that isn't TOO small to run upstairs. What is the least damaging compromise?
The smallest I can get without feeling completely in left field is something like 230/238 on 110+5, but that still has 14* overlap - and it probably doesn't have enough duration to support a 4" stroke spinning much above 6000 rpm.
Do you think it is possible to cam an engine with short intake runners that would match or out perform a long runner intake without exceeding 10* of overlap?
My understanding about why short intake runners like an earlier IVO is because the column of air in the short runner has less inertia making it achieve a higher flow rate earlier in the intake stroke. This means that it can benefit from higher lift at an earlier point ATDC compared to a long runner.
06-08-2017, 03:58 PM
