427 Small bore engine w/ MMS 260 LS3 Heads
03-25-2018, 05:22 PM
#25
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Better thread over here to talk about your build/considered changes.
For a 1/4 mile car the Mid Length Fast will be significant, but may
Be challenging on a tuning level. Are you auto or m6?
The MMS LS3 Heads, either version will require a different cam
To maximize results.
03-25-2018, 05:32 PM
#26
10 Second Club
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Actually I got a big sloppy ole horse **** look at my sig
03-26-2018, 10:48 AM
#27
Handy,
Better thread over here to talk about your build/considered changes.
For a 1/4 mile car the Mid Length Fast will be significant, but may
Be challenging on a tuning level. Are you auto or m6?
The MMS LS3 Heads, either version will require a different cam
To maximize results.
Better thread over here to talk about your build/considered changes.
For a 1/4 mile car the Mid Length Fast will be significant, but may
Be challenging on a tuning level. Are you auto or m6?
The MMS LS3 Heads, either version will require a different cam
To maximize results.
The cam is a Smallwood grind per my request of 7000+rpm with street manners but also very open exhaust at the track/W dump. Hence the bigish 250 exhaust duration and big split from 235 in. From dump closed to dump open the car ads 5+MPH in the 1/8 mile. The good manners took me 3-4 months of park trips with hp tuners and the 98 computer to get it where I can go get grocery's with it without it doing a Mr.Jackal and Dr.Hyde on me. I finally got it tamed for year round obedience without messing with it. Then it was just getting the trans and stall and 4.10's to work together smoothly. I would like to change the cam last. I have pulled the engine apart for inspection and found a few things I didn't like one of witch was the ls2 cam chain was flapping in the breeze a bit so I threw in an iwis chain. Really nice and tight. Plus I advanced the cam 2 degrees to the 115+5 cam.
Last edited by handyandy496; 04-12-2018 at 08:02 AM.
03-26-2018, 10:55 AM
#28
TECH Senior Member
03-26-2018, 02:25 PM
#30
The Idea of going from 110 to 108 was that as the chain and gears wear it would fall back towards the 110 recommended install. The 47 degree abdc would be reduced to 45 increasing the dynamic compression to 10.58:1 from 10.47:1
Last edited by handyandy496; 03-26-2018 at 02:51 PM.
03-26-2018, 02:48 PM
#31
TECH Senior Member
I think you have it backwards. The cam was ground 5deg. ADVANCED. Chain stretch will RETARD it. If anything, to compensate for stretch, you want to advance it more.
03-26-2018, 04:25 PM
#32
I did advance it. The intake valve opens sooner at 108 where I set it, recommended was 110. less cam advance(further away from the beginning of the intake stroke) is retarding the cam. . At least that's the way I look at it. The +5 would make the cam more street able and expanding your torque range with less of a High hp number expanding the rpm range as well. Chain stretch will retard it bringing it back to 110 degrees. loosing peak hp. +5 is getting out and away from the TDC of the power stroke so the cam has to wait a few hundred thousand's of compression stroke before the cam closes the intake valve like if the chain stretched. +5 is more cam advance than +3.
Last edited by handyandy496; 03-27-2018 at 03:53 AM.
03-26-2018, 10:23 PM
#33
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LSA minus ICL equals advance.
115-108 is 7 degrees advance
115-110 is 5 degrees advance
115-112 is 3 degrees advance
115-108 is 7 degrees advance
115-110 is 5 degrees advance
115-112 is 3 degrees advance
03-26-2018, 11:05 PM
#34
TECH Apprentice
Its a built A4 3600 yank stall that stalls at 4000 like I thought it might with with the CID and torque.
The cam is a Smallwood grind per my request of 7000+rpm with street manners but also very open exhaust at the track/W dump. Hence the bigish 250 exhaust duration and big split from 235 in. From dump closed to dump open the car ads 5+MPH in the 1/8 mile. The good manners took me 3-4 months of park trips with hp tuners and the 98 computer to get it where I can go get grocery's with it without it doing a Mr.Jackal and Dr.Hyde on me. I finally got it tamed for year round obedience without messing with it. Then it was just getting the trans and stall and 4.10's to work together smoothly. I would like to change the cam last. I have pulled the engine apart for inspection and found a few things I didn't like one of witch was the ls2 cam chain was flapping in the breeze a bit so I threw in an iwis chain. Really nice and tight. Plus I advanced the cam 2 degrees to the 115+5 cam.
The cam is a Smallwood grind per my request of 7000+rpm with street manners but also very open exhaust at the track/W dump. Hence the bigish 250 exhaust duration and big split from 235 in. From dump closed to dump open the car ads 5+MPH in the 1/8 mile. The good manners took me 3-4 months of park trips with hp tuners and the 98 computer to get it where I can go get grocery's with it without it doing a Mr.Jackal and Dr.Hyde on me. I finally got it tamed for year round obedience without messing with it. Then it was just getting the trans and stall and 4.10's to work together smoothly. I would like to change the cam last. I have pulled the engine apart for inspection and found a few things I didn't like one of witch was the ls2 cam chain was flapping in the breeze a bit so I threw in an iwis chain. Really nice and tight. Plus I advanced the cam 2 degrees to the 115+5 cam.
Last edited by BigDaddy97; 03-26-2018 at 11:06 PM. Reason: mustake
03-27-2018, 11:41 AM
#36
Hi there, Navyblue210 asked me to chime in with you on my results from the Fast mid runner intake upgrade. My ride is a 1997 S10, engine is a 421 stroker with 821 heads and a custom cam motion camshaft and using a LS3 intake with the rod mod, 350 turbo with 4000 stall, 8.8 rear with 4.10 gears.On the dyno it ran out of air at only 5800 rpm. I took it to the track and went 10.81 but it was struggeling on the big end. I talked to Navy who suggested the fast high hp intake. Truck went back on the dyno today and it picked up 28 horsepower and 15 foot pounds. Amazingly i didn't give anything up down low and it now peaks at 6900. Going to the track in a few weeks and expecting 10.40's
Andy
03-27-2018, 03:49 PM
#37
TECH Apprentice
Thanks for the shout BigDaddy It's great to see you here. I have been waiting for a decent intake that fits under the hood for a long time. This mid runner really looks promising especially on long stroke small bore engines. It's incredible your not loosing anything down low. I would love to see your dyno sheet if you could send it to me. Did it run out of air with ported or unported heads? Like I told Navy I'll probably be pulling the trigger soon on the mids. Lets see If you can get the same 60ft time at the track. To me that would tell the hole story. Whats your ride weigh?
Andy
Andy
have no idea what my truck weighs but other than skinnies, nothing has been done to lighten it. Still has heat, wipers, and full interior.
03-27-2018, 06:46 PM
#38
I know exactly what your saying. Hot rod mag and every body else is showing graphs of the tq and hp plummeting just before 6200. But we do get there mighty fast with the big stroke and stalls and if the peak power is out at 6900 it can be keep spinning to 6400 or more and back to 5300 with the shift getting us right back in the peak horses again all through the back half. I found one on Colorado Speed for $835. Be sure and let me know what happened after you get back from the track. If it works for ya I'm pulling the trigger. Thanks and thank Navy for me too..
03-27-2018, 08:16 PM
#39
TECH Apprentice
I know exactly what your saying. Hot rod mag and every body else is showing graphs of the tq and hp plummeting just before 6200. But we do get there mighty fast with the big stroke and stalls and if the peak power is out at 6900 it can be keep spinning to 6400 or more and back to 5300 with the shift getting us right back in the peak horses again all through the back half. I found one on Colorado Speed for $835. Be sure and let me know what happened after you get back from the track. If it works for ya I'm pulling the trigger. Thanks and thank Navy for me too..