EPS, PRC Stage 1 LS6, FAST 90/90
05-09-2011, 07:15 PM
#21
i saw the "red" afr and figured it was some default input applied to the afr because it couldn't/wasn't transferred from the previous run. looks like 15:1 which would most likely have caused a serious problem had you ran it that lean all season.
typically degreeing a cam will show its true colors and given this info it may not need degreed, just depends on how close it was ground to the input specs. it's just fishy that a 232/234 112 cam has almost an identical curve and falloff to that of a 234/246 111 cam. i am no expert, but as aforementioned, i'd also expect that intake/tb to gain power everywhere with a head/cam setup like yours, not just up top.
just out of curiosity, how does the car drive and idle? cold start? hot start?
what did the car trap on the old setup? raceweight?
typically degreeing a cam will show its true colors and given this info it may not need degreed, just depends on how close it was ground to the input specs. it's just fishy that a 232/234 112 cam has almost an identical curve and falloff to that of a 234/246 111 cam. i am no expert, but as aforementioned, i'd also expect that intake/tb to gain power everywhere with a head/cam setup like yours, not just up top.
just out of curiosity, how does the car drive and idle? cold start? hot start?
what did the car trap on the old setup? raceweight?
05-10-2011, 12:02 AM
#22
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car trapped 118, car starts cold and hot just fine, idles just fine.. sometimes while crusiing in 6th it bucks pretty good, and stalls if im crusing for a while and put it in neutral to coast, but mikes supposed to be taking care of this.. some guys are saying the 12* split n/a isnt a good idea, but i dont think it would be this bad
05-10-2011, 03:54 AM
#24
Solid numbers and nice torque curve.
I think that there more power to gain but with more compression. If your Stage 1 heads are 64cc, then your compression will be ~10:1 which is a bit low for a cam of that size. I think that by milling your heads to 60cc and with a 0.040 head gasket, you will make more power by reaching ~11:1 compression ratio and your engine dynamic compression and cranking pressure will be much better.
I think that there more power to gain but with more compression. If your Stage 1 heads are 64cc, then your compression will be ~10:1 which is a bit low for a cam of that size. I think that by milling your heads to 60cc and with a 0.040 head gasket, you will make more power by reaching ~11:1 compression ratio and your engine dynamic compression and cranking pressure will be much better.
05-10-2011, 10:35 AM
#26
Are you implying that the Fast 90 is hurting his lower/mid range power? There has been several threads & tests done disproving this theory if so. I picked up power all over the board with my ported Fast 92. Down low, mid and up top and I can feel the gains over the LS6 I previously had on my cam only combo.
05-10-2011, 04:24 PM
#27
This isn't true in all cases. Wasn't for mine. I showed gains everywhere during my FAST 90 swap. Tony Mamo even proved this misconception wrong.
05-11-2011, 03:09 AM
#28
Depends on every setup, but I gained only in the 4000-6500 range from the LS6/ported TB 85 MAF to ported FAST 92mm/92mm TB. Still good for 14rwhp and 10rwhp average from 4500..
I'm running a small TR cam that tops out at 6200 and CNC 243s with bigger valves FWIW.
I'm running a small TR cam that tops out at 6200 and CNC 243s with bigger valves FWIW.
05-11-2011, 11:23 PM
#30
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Car ran 11.801 @118 tonight in indy..was pretty humid and hot..only got 4 passes due to a tire blowout..it ran 11.80 @118 last year but with skinnies and some weight out...it felt good since I haven't had the car to a track since late november last year
06-19-2011, 07:41 AM
#32
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Ammm .. I calculated your CR with the mahle -4cc pistons and you are at 10.08:1 CR if you are using gm head gasket 0.053" .. but maybe I'm wrong !
If you are looking for the big numbers and real power rise it up to the 11.3:1
If you are looking for the big numbers and real power rise it up to the 11.3:1
06-23-2011, 11:23 AM
#33
I degreed my EPS cam and was told to move it back to dot to dot. I've done that but haven't taken back to a the dyno to see if there is any difference.
I have some cold start and hot start problems for that matter and some idle problems. I need to get back up to Mike and see if he can smooth things out.
Did I read it right? Your car trapped 118 with both setups?
I have some cold start and hot start problems for that matter and some idle problems. I need to get back up to Mike and see if he can smooth things out.
Did I read it right? Your car trapped 118 with both setups?
06-23-2011, 11:40 AM
#34
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The fast intake has cost low-mid range tq many times over the yrs on setups similar to this when swapping from a ls6. That's where your tq went plus the cam on top which may have contributed more even for the tq loss.
Those times aren't bad for irp for a hot humid night. I used to there and bolt-on 6sp fbods hardly trapped over 106 with.boltons in that crap air. Of course that was several yrs ago.
Those times aren't bad for irp for a hot humid night. I used to there and bolt-on 6sp fbods hardly trapped over 106 with.boltons in that crap air. Of course that was several yrs ago.
