Advanced Induction 416 ci, HR, L92, Vic Jr - 714hp *NA*
11-19-2010, 08:43 PM
#22
2. the .050" overlap doesn't accurately define how much overlap the cam has. It will be significantly affected by what style of lobe is run, lash, etc. Though it doesn't take into account deflection, plunger movement/lash, etc. here is a graph to illustrate what I am getting at. These two cams have the same .050" overlap:
Just noticed the update.. Thanks
I'm totaly aware of the overlap difference all along the profile/lifts based on lobe design lash ect. Even rocker ratio changes things even though people disregard it's effects on duration at a given lift.
I didn't want to ask too many specifics as I wasn't asking for you to give away your cam design, even though others might want it. Nothing is better than a cam for one's specific application.
11-22-2010, 08:12 AM
#23
Just noticed the update.. Thanks
I'm totaly aware of the overlap difference all along the profile/lifts based on lobe design lash ect. Even rocker ratio changes things even though people disregard it's effects on duration at a given lift.
I didn't want to ask too many specifics as I wasn't asking for you to give away your cam design, even though others might want it. Nothing is better than a cam for one's specific application.
I'm totaly aware of the overlap difference all along the profile/lifts based on lobe design lash ect. Even rocker ratio changes things even though people disregard it's effects on duration at a given lift.
I didn't want to ask too many specifics as I wasn't asking for you to give away your cam design, even though others might want it. Nothing is better than a cam for one's specific application.
Sean, very nice!
11-24-2010, 12:16 AM
#29
I thoughts thos heads were not players?
I love setups making great power with stock casting, from smart people that put some skill in for making hp. Way more impressive them some cookie cuter engine, and out powering a aftermarket casting that people thing are better because its aftermarket.
I love setups making great power with stock casting, from smart people that put some skill in for making hp. Way more impressive them some cookie cuter engine, and out powering a aftermarket casting that people thing are better because its aftermarket.
11-29-2010, 12:21 AM
#32
Just curious if you've gotten any whp #'s, or track times. Or what numbers are you expecting to see?
Nice build!!!!
I've had my ls3/m6 swap on hold for awhile, I really just want to build a 400+ whp California friendly daily driver. But hearing about these builds makes me consider building something more wilder.
Nice build again!!!!
Nice build!!!!
I've had my ls3/m6 swap on hold for awhile, I really just want to build a 400+ whp California friendly daily driver. But hearing about these builds makes me consider building something more wilder.
Nice build again!!!!
11-29-2010, 10:25 AM
#33
Just curious if you've gotten any whp #'s, or track times. Or what numbers are you expecting to see?
Nice build!!!!
I've had my ls3/m6 swap on hold for awhile, I really just want to build a 400+ whp California friendly daily driver. But hearing about these builds makes me consider building something more wilder.
Nice build again!!!!
Nice build!!!!
I've had my ls3/m6 swap on hold for awhile, I really just want to build a 400+ whp California friendly daily driver. But hearing about these builds makes me consider building something more wilder.
Nice build again!!!!
I don't have numbers yet. I am still waiting on some new parts to arrive like a fuel pump and a new stall.
I hope to have numbers in early January.
02-09-2011, 08:38 AM
#34
Started the engine for the first time last night!
The peak timing on E85 was 29/30 on those runs. I think I've got a bit more power in this engine when I can do some track tuning later this month.
We'll see what the engine wants with this 105 octane E85.
The peak timing on E85 was 29/30 on those runs. I think I've got a bit more power in this engine when I can do some track tuning later this month.
We'll see what the engine wants with this 105 octane E85.
12-28-2011, 11:09 AM
#35
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You did good.... Sean great numbers, even more so considering the production head castings used, congrats, and enjoy it, is a great sport.../hobby.
12-28-2011, 02:01 PM
#37
I have a link to the build thread with track times/results in my signature. I made a few initial passes, but am having trouble getting the fuel/ignition under control.
Hope to have more results in the spring when I have more time for racing.
Hope to have more results in the spring when I have more time for racing.
12-30-2011, 02:47 AM
#38
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#-1 I believe you may have miss diagnose the problem you are having as a fuel delivery problem;
#-2 I am almost sure if you return your fuel system to where is proper, and live your carburetor the way you had it at the dyno, just to get back under control, where you know it does worked just fine and;
You most likely will find you problem at, You may be running out off gear, into your rev limiter, mechanically, in other words, your gears are putting your engine against, the rev limiter, AND, because the limiter cuts the spark, and not the fuel, your engine, is been flooded with fuel, wish in turn, is fouling your plugs, wish is quite possibly the reason the engine is dying on the return road.
I believe if you just bump up the limiter, by say 500 rpm, or more, you may get rid of the problem, and maybe even bumping your timing to where the engine makes the must power, wish is where it will perform at is best, {happier} [not as rich] .
Let me know if this helps you, David.
12-30-2011, 08:40 AM
#39
Sean i read your passes and the trouble you are having, hope you don't mind if give you mine take on it, i know you didn't asked but here it is;
#-1 I believe you may have miss diagnose the problem you are having as a fuel delivery problem;
#-2 I am almost sure if you return your fuel system to where is proper, and live your carburetor the way you had it at the dyno, just to get back under control, where you know it does worked just fine and;
You most likely will find you problem at, You may be running out off gear, into your rev limiter, mechanically, in other words, your gears are putting your engine against, the rev limiter, AND, because the limiter cuts the spark, and not the fuel, your engine, is been flooded with fuel, wish in turn, is fouling your plugs, wish is quite possibly the reason the engine is dying on the return road.
I believe if you just bump up the limiter, by say 500 rpm, or more, you may get rid of the problem, and maybe even bumping your timing to where the engine makes the must power, wish is where it will perform at is best, {happier} [not as rich] .
Let me know if this helps you, David.
#-1 I believe you may have miss diagnose the problem you are having as a fuel delivery problem;
#-2 I am almost sure if you return your fuel system to where is proper, and live your carburetor the way you had it at the dyno, just to get back under control, where you know it does worked just fine and;
You most likely will find you problem at, You may be running out off gear, into your rev limiter, mechanically, in other words, your gears are putting your engine against, the rev limiter, AND, because the limiter cuts the spark, and not the fuel, your engine, is been flooded with fuel, wish in turn, is fouling your plugs, wish is quite possibly the reason the engine is dying on the return road.
I believe if you just bump up the limiter, by say 500 rpm, or more, you may get rid of the problem, and maybe even bumping your timing to where the engine makes the must power, wish is where it will perform at is best, {happier} [not as rich] .
Let me know if this helps you, David.
David,
You may be right about this issue being ignition. On most of those passes I had the limiter set at 7800 to 8k and I wasn't near that rpm limit. The timing is on the low end (very low on the strap before the turn).
I didn't really change anything with the carb from the dyno. It was identical jetting and tuning. My only variables were the input fuel pressure and/or volume compared to the dyno cell.
After measuring the vacuum at idle, I found that my powervalve in the carb was too big (4.5) and Prosystems recommended I remove it and square jet the carb. I haven't had a chance to test this setting yet. I've got a ton of testing to do and plan to take it to the dyno to iron these issues out. I plan to try some ignition changes while I'm on the dyno.
What kind of max timing are you running with your setup?
-Sean