11.3:1 434ci with <10psi twins. Thoughts?
10-30-2012, 07:49 PM
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11.3:1 434ci with <10psi twins. Thoughts? I think im going to go ahead with my next car fairly soon. An automatic WHITE corvette(with ZR1 body mods).The plan will be to have a very comfortable fairly quiet ridiculously fast corvette. I want auto so the GF can drive it along with the removable roof(steel frame easier to install cage as well) The idea is to use my 434ci and put some .08 headgaskets (to get the comp down to the lower 11s) in it along with a nicely sized turbo cam (24x/24xish) with a pair of rear mounted turbos running 10psi or less..or till I get where I want to be. I have access to 100 octane LL or MS109 and will be using methanol along with it. What do you guys think? Im hoping for something that will be very responsive and make monster power on low boost.
10-30-2012, 07:59 PM
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Yeah, last year I had a very low comp LS2 with an 88 on the car and I never really turned it up past 12psi on the street. Im sure the car would make some very good power on 10psi anyways. I couldnt see needing more than that to get into the 9s with a proper setup. The engine in my Z makes 548whp on our mustang dyno NA with a 248/251..so I can't imagine losing more than 50-75whp(if that at all) with a slightly smaller turbo cam..as a base before adding the turbos.
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11-01-2012, 12:09 AM
#9
Go for it.
Dont bother making the cam smaller. Use the additional overlap to work the dcr to an acceptable level.
Consider dual fuel controlled by a holley dominator system. Small injectors on gas up to X psi... phase in a second set feeding it methanol/e85/e98 as the boost rises eventually phasing out the gas. This would allow you to run non intercooled with zero worries. Ole Jax there was pretty swift with his additional injector setup in his proflo manifold.
Shum just put 1065 to the ground on a 347 that has 11.5 static. Single 80mm on E85...
This has potential to be 1400-1500 if you do it right and the parts live.
Dont bother making the cam smaller. Use the additional overlap to work the dcr to an acceptable level.
Consider dual fuel controlled by a holley dominator system. Small injectors on gas up to X psi... phase in a second set feeding it methanol/e85/e98 as the boost rises eventually phasing out the gas. This would allow you to run non intercooled with zero worries. Ole Jax there was pretty swift with his additional injector setup in his proflo manifold.
Shum just put 1065 to the ground on a 347 that has 11.5 static. Single 80mm on E85...
This has potential to be 1400-1500 if you do it right and the parts live.
I just have a different screen name on here lol
11-01-2012, 06:04 AM
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Go for it.
Dont bother making the cam smaller. Use the additional overlap to work the dcr to an acceptable level.
Consider dual fuel controlled by a holley dominator system. Small injectors on gas up to X psi... phase in a second set feeding it methanol/e85/e98 as the boost rises eventually phasing out the gas. This would allow you to run non intercooled with zero worries. Ole Jax there was pretty swift with his additional injector setup in his proflo manifold.
Shum just put 1065 to the ground on a 347 that has 11.5 static. Single 80mm on E85...
This has potential to be 1400-1500 if you do it right and the parts live.
Dont bother making the cam smaller. Use the additional overlap to work the dcr to an acceptable level.
Consider dual fuel controlled by a holley dominator system. Small injectors on gas up to X psi... phase in a second set feeding it methanol/e85/e98 as the boost rises eventually phasing out the gas. This would allow you to run non intercooled with zero worries. Ole Jax there was pretty swift with his additional injector setup in his proflo manifold.
Shum just put 1065 to the ground on a 347 that has 11.5 static. Single 80mm on E85...
This has potential to be 1400-1500 if you do it right and the parts live.
11-01-2012, 09:32 AM
#12
You know im itching to find out the specs on that cam you got....think Bluecat would mind? Lol
11-02-2012, 12:43 AM
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Go for it.
Dont bother making the cam smaller. Use the additional overlap to work the dcr to an acceptable level.
Consider dual fuel controlled by a holley dominator system. Small injectors on gas up to X psi... phase in a second set feeding it methanol/e85/e98 as the boost rises eventually phasing out the gas. This would allow you to run non intercooled with zero worries. Ole Jax there was pretty swift with his additional injector setup in his proflo manifold.
Shum just put 1065 to the ground on a 347 that has 11.5 static. Single 80mm on E85...
This has potential to be 1400-1500 if you do it right and the parts live.
Dont bother making the cam smaller. Use the additional overlap to work the dcr to an acceptable level.
Consider dual fuel controlled by a holley dominator system. Small injectors on gas up to X psi... phase in a second set feeding it methanol/e85/e98 as the boost rises eventually phasing out the gas. This would allow you to run non intercooled with zero worries. Ole Jax there was pretty swift with his additional injector setup in his proflo manifold.
Shum just put 1065 to the ground on a 347 that has 11.5 static. Single 80mm on E85...
This has potential to be 1400-1500 if you do it right and the parts live.
What he really needs is enough intake duration with a proper ICL to have a late intake valve closing angle. This will allow you to run more boost and will make a lot of high rpm power in the process.
Get a custom cam or leave in the current cam for now. I recommend Ed Curtis from flowtech induction.
Goodluck
11-02-2012, 08:02 AM
#14
Overlap has nothing to do with DCR just saying...
What he really needs is enough intake duration with a proper ICL to have a late intake valve closing angle. This will allow you to run more boost and will make a lot of high rpm power in the process.
Get a custom cam or leave in the current cam for now. I recommend Ed Curtis from flowtech induction.
Goodluck
What he really needs is enough intake duration with a proper ICL to have a late intake valve closing angle. This will allow you to run more boost and will make a lot of high rpm power in the process.
Get a custom cam or leave in the current cam for now. I recommend Ed Curtis from flowtech induction.
Goodluck
BULL ****. "Just sayin".
Better go ask yer boy Ed Curtis about this before you go spouting off at the mouth anymore and embarrass yourself.
And what the hell is an intake valve closing angle??
11-02-2012, 08:16 AM
#15
Overlap has nothing to do with DCR just saying...
What he really needs is enough intake duration with a proper ICL to have a late intake valve closing angle. This will allow you to run more boost and will make a lot of high rpm power in the process.
Get a custom cam or leave in the current cam for now. I recommend Ed Curtis from flowtech induction.
Goodluck
What he really needs is enough intake duration with a proper ICL to have a late intake valve closing angle. This will allow you to run more boost and will make a lot of high rpm power in the process.
Get a custom cam or leave in the current cam for now. I recommend Ed Curtis from flowtech induction.
Goodluck
11-02-2012, 05:52 PM
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I got two words for you concerning your "overlap doesnt affect dcr" statement...
BULL ****. "Just sayin".
Better go ask yer boy Ed Curtis about this before you go spouting off at the mouth anymore and embarrass yourself.
And what the hell is an intake valve closing angle??
BULL ****. "Just sayin".
Better go ask yer boy Ed Curtis about this before you go spouting off at the mouth anymore and embarrass yourself.
And what the hell is an intake valve closing angle??
You can have two cams with the exact same amount of overlap at .050 but with different intake closing in degrees ABDC, which in turn is what effects DCR
By changing the ICL you can "bias" the additional intake duration towards a later IVC or towards more overlap or both.
but yes, I dont know **** and you know it all, so how about you explain how does overlap effect dynamic compression ratio? simple, you cant.
11-02-2012, 06:37 PM
#18
11-02-2012, 09:03 PM
#19
Ayousef....
Send me another nasty private message telling me i suck with the little puking avatar... i thought that was funny.
Everyone deserves a free lesson in life.... heres the one youll get from me.
Cylinder filling doesnt start in earnest untill you close the exhaust valve.... prior to that the air/flue can gladly walk right on past the exhaust valve.
Now... you are seriously gonna sit there with a straight face and tell me that changing the EVC event, which is 1/2 your overlap controlling events the other being IVO, will make NO difference to the DCR of an engine??? It might not change the number that calculator on Wallace Racing spits out for you... but it does change it.
Montgomery Ragland is a friend of mine who races X275 with a mod motor. We made an exhaust cam change in that engine and took 14 degrees of duration out of it. Overlap with the old cams...39... overlap with the new cams...24. The exhaust cam was degreed in with an identical EVO point as the old. This made all14 degrees of duration come out of the EVC event.
Cranking compression before...182-187
Cranking compression after....202-208.
Now jump up and down some more... tell me i suck again and send me some more nasty *** private messages.
Better yet... sit there and say cranking compression isnt a direct reflection of an engines DCR so we can REALLY laugh at you.
Class.....dismissed.
Send me another nasty private message telling me i suck with the little puking avatar... i thought that was funny.
Everyone deserves a free lesson in life.... heres the one youll get from me.
Cylinder filling doesnt start in earnest untill you close the exhaust valve.... prior to that the air/flue can gladly walk right on past the exhaust valve.
Now... you are seriously gonna sit there with a straight face and tell me that changing the EVC event, which is 1/2 your overlap controlling events the other being IVO, will make NO difference to the DCR of an engine??? It might not change the number that calculator on Wallace Racing spits out for you... but it does change it.
Montgomery Ragland is a friend of mine who races X275 with a mod motor. We made an exhaust cam change in that engine and took 14 degrees of duration out of it. Overlap with the old cams...39... overlap with the new cams...24. The exhaust cam was degreed in with an identical EVO point as the old. This made all14 degrees of duration come out of the EVC event.
Cranking compression before...182-187
Cranking compression after....202-208.
Now jump up and down some more... tell me i suck again and send me some more nasty *** private messages.
Better yet... sit there and say cranking compression isnt a direct reflection of an engines DCR so we can REALLY laugh at you.
Class.....dismissed.
