UPDATE PAGE 6 !!! 402/afr/fast 102 combo Nitrous results = 8xx/8xx
08-23-2011, 10:09 PM
#61
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Brad, all I meant about a "cam being a cam" is that the OP had a big enough cam for his combo to make the numbers he wanted IMO. I know my writing isn't that great, but when I made my first post I missed the correct cam specs post late in the threat, that's why I said swapping to another "smaller cam" as recommended earlier in this thread would be not be necessary. I thought the duration was at .050" was 246/251 when I posted. So basically I goofed.
As far as the tough guy talk about running away, lol. What, am I supposed to be embarrassed on the net?? Tuck my tail between my legs and skedaddle?? I can take a goof-up like a man, even if it makes me look like a jackwagon.
Don't get to vindictive though, man, I'm a post-virgin.
As far as the tough guy talk about running away, lol. What, am I supposed to be embarrassed on the net?? Tuck my tail between my legs and skedaddle?? I can take a goof-up like a man, even if it makes me look like a jackwagon.
Don't get to vindictive though, man, I'm a post-virgin. 
08-24-2011, 02:31 AM
#62
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To begin, "vindictive" is reaching WAY TOO far into anything that I had written, and I would say its safe to assume that in this case, the term is used out of context. I'd probably research it's definition more, before you got too carried away..
Your problem here, isn't so much a lack of knowing the OP's cam specs. Frankly, it's a lack of understanding the complex relationship of a camshaft and its effect on an engines performance.
Luckily, there is a lot of info stacked on this website. You can start at the awesome "Cam Guide" Sticky that JRP has put together in the Gen III internals forum! A long read, but its very helpful, and he does a great job of keeping the language basic and beginner friendly. Don't take my word for it, look for yourself. https://ls1tech.com/forums/generatio...cam-guide.html
Your problem here, isn't so much a lack of knowing the OP's cam specs. Frankly, it's a lack of understanding the complex relationship of a camshaft and its effect on an engines performance.
Luckily, there is a lot of info stacked on this website. You can start at the awesome "Cam Guide" Sticky that JRP has put together in the Gen III internals forum! A long read, but its very helpful, and he does a great job of keeping the language basic and beginner friendly. Don't take my word for it, look for yourself. https://ls1tech.com/forums/generatio...cam-guide.html
08-24-2011, 02:58 AM
#63
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Back on topic.
To LIL SS, do you think the combination of bore size, and your selection of a single plane intake manifold could be lending a hand to your particular combination? OP is running a long runner, FAST manifold, and although among the best combos available, I would assume your short runner single plane has a considerable advantage, especially as RPM climbs.
To LIL SS, do you think the combination of bore size, and your selection of a single plane intake manifold could be lending a hand to your particular combination? OP is running a long runner, FAST manifold, and although among the best combos available, I would assume your short runner single plane has a considerable advantage, especially as RPM climbs.
08-24-2011, 04:30 PM
#65
I was looking things over today and noticed my throttle cable seems to be stretched a lil bit from my old nitrous plate setup. It seems like the cable has a ton of slack, so much that it pops off while driving it. So maybe it's only opening 70-80%. Just a thought for now.
I think you really need to look into this. If you have that much slack to where it pops off while driving, I can almost guarantee that it is not opening 100%. If the throttle body isn't opening 100% then there is your problem!!!!
08-24-2011, 05:30 PM
#67
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I was looking things over today and noticed my throttle cable seems to be stretched a lil bit from my old nitrous plate setup. It seems like the cable has a ton of slack, so much that it pops off while driving it. So maybe it's only opening 70-80%. Just a thought for now.
08-24-2011, 06:01 PM
#68
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Wow, I can't believe the panties that get bunched up on these boards, probably why I don't post much at all. Now that everyone agrees the cam is good for 500whp, Slamed you said it was 100F outside when you got the car on the dyno, right? Could your numbers be a result of the engine being too hot and reducing timing? If the water temp starts heading over 210 degs. I know power starts dropping fast. I'd dyno again in cooler weather and keep an eye on the water temp and see what you get.
08-24-2011, 06:06 PM
#69
Back on topic.
To LIL SS, do you think the combination of bore size, and your selection of a single plane intake manifold could be lending a hand to your particular combination? OP is running a long runner, FAST manifold, and although among the best combos available, I would assume your short runner single plane has a considerable advantage, especially as RPM climbs.
To LIL SS, do you think the combination of bore size, and your selection of a single plane intake manifold could be lending a hand to your particular combination? OP is running a long runner, FAST manifold, and although among the best combos available, I would assume your short runner single plane has a considerable advantage, especially as RPM climbs.
Brad, it is possible.. I can't really read his dyno and would be curious to know where it peaks both for TQ and HP.
My cam is on a 106icl and a 109 LSA. With out figuring out the vavle events for both cams (on vacation in Hawaii), I would speculate that I also have more overlap than the OP. I originally ground this cam for my old 347 with my old stock ported heads. I went ahead an ran it in the 418, but plan on switching over to a more optimal SR cam in the future.
The shorter runner and valve events of my cam both could play a role in to the RPM deal. More rpm with the same TQ = more HP..
Here is a graph of my old 347 and my 418, both through:
4L80E locked
12 bolt with 4.56 gears
315/60/15 drag radial.
The 418 peaked at:
5,500 for TQ and 6,750 for HP.
Last edited by LIL SS; 08-24-2011 at 06:24 PM.
08-25-2011, 12:55 AM
#71
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I appreciate everyone's thoughts on this... It was very hot I don't know the humidity or any other details than it was 110 degree texas heat outside. I was also wondering if it was pulling timming, I'll get the actual graph posted tomorrow.
08-25-2011, 01:18 AM
#72
I would think 1 7/8" headers and true duals along with a set of 3.73 gears would make you perfectly happy. And would shoot you over 500 rwhp for sure. I wouldn't worry so much about the cam. No I don't have a shop, no I'm not some net expert, but I've seen enough combos to realize a cam is a cam. You've got the lift and duration needed to make 500whp and I doubt tinkering with the valve events a little are going to "magically" gain you 40 hp at the wheels, man.
08-25-2011, 09:43 PM
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08-26-2011, 10:30 AM
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You are over looking the fact its a spray cam. Put the jug on it see what the tq looks like then. If you ask me this is on bad *** setup for spray. and trust me Geoff knows his ****. i have a 346 that broke alot of 383,402, 408, and so hearts. And i am on a huge split. why because i told him i was also going to be running spray.
try this motor setup out at the track. with the right tire and gear itshould trap about 129 in the heat. and with a good driver if stick.
try this motor setup out at the track. with the right tire and gear itshould trap about 129 in the heat. and with a good driver if stick.