New Trick Flow Dyno Numbers
New Trick Flow Dyno Numbers Car previously had made 461rwhp/406rwtq, with an unported (cleaned up) FAST90 and a 232/236 .581/.588 114. (474rwhp/416rwtq uncorrected)
Changes are ported the FAST 90, Harland Sharp rockers, Meziere EWP, 236/238 .601/.608 113+3
472rwhp/418rwtq (493rwhp/437rwtq uncorrected)
Changes are ported the FAST 90, Harland Sharp rockers, Meziere EWP, 236/238 .601/.608 113+3
472rwhp/418rwtq (493rwhp/437rwtq uncorrected)
Nice gains! Who ported your FAST? Do you have a dyno overlay? I'd love to see where you gained down lower. I'm a little surprised you chose a cam so close to your old one after all the advice you received in your thread. Regardless, you got some nice gains and should be pleased. 
__________________
2013 Corvette Grand Sport A6 LME forged 416, Greg Good ported TFS 255 LS3 heads, 222/242 .629"/.604" 121LSA Pat G blower cam, ARH 1 7/8" headers, ESC Novi 1500 Supercharger w/8 rib direct drive conversion, 747rwhp/709rwtq on 93 octane, 801rwhp/735rwtq on race fuel, 10.1 @ 147.25mph 1/4 mile, 174.7mph Half Mile.
2016 Corvette Z51 M7 Magnuson Heartbeat 2300 supercharger, TSP LT headers, Pat G tuned, 667rwhp, 662rwtq, 191mph TX Mile.
2009.5 Pontiac G8 GT 6.0L, A6, AFR 230v2 heads. 506rwhp/442rwtq. 11.413 @ 121.29mph 1/4 mile, 168.7mph TX Mile
2000 Pewter Ram Air Trans Am M6 heads/cam 508 rwhp/445 rwtq SAE, 183.092 TX Mile
2022 Cadillac Escalade 6.2L A10 S&B CAI, Corsa catback.
2023 Corvette 3LT Z51 soon to be modified.
Custom LSX tuning in person or via email press here.
2013 Corvette Grand Sport A6 LME forged 416, Greg Good ported TFS 255 LS3 heads, 222/242 .629"/.604" 121LSA Pat G blower cam, ARH 1 7/8" headers, ESC Novi 1500 Supercharger w/8 rib direct drive conversion, 747rwhp/709rwtq on 93 octane, 801rwhp/735rwtq on race fuel, 10.1 @ 147.25mph 1/4 mile, 174.7mph Half Mile.
2016 Corvette Z51 M7 Magnuson Heartbeat 2300 supercharger, TSP LT headers, Pat G tuned, 667rwhp, 662rwtq, 191mph TX Mile.
2009.5 Pontiac G8 GT 6.0L, A6, AFR 230v2 heads. 506rwhp/442rwtq. 11.413 @ 121.29mph 1/4 mile, 168.7mph TX Mile
2000 Pewter Ram Air Trans Am M6 heads/cam 508 rwhp/445 rwtq SAE, 183.092 TX Mile
2022 Cadillac Escalade 6.2L A10 S&B CAI, Corsa catback.
2023 Corvette 3LT Z51 soon to be modified.
Custom LSX tuning in person or via email press here.
The graph I posted is the before and after overlay. I ported the FAST myself, came out pretty nice. The problem with all the cams I got advice on is that I really needed the S60 rear and 4.10's in the car for it to be drivable. I just had my A/C in the house crap out, and I am closing on a new House Friday so I figured better not spend the money anytime soon. The new house will have a 2 point lift getting installed in the Garage so when that is done the mod extravaganza begins. I have your cam specs saved on my hard drive when I have time to replace valvesprings in the garage every couple thousand miles. 
I am very happy with the gains for essentially porting a fast and an EWP, there is definately more to be had. At this point though, I need to get the car track ready. I think changes I make cam wise from this point on are going to be for driveability and track times. I think the cam you spec'd out for me will be the biggest power wise I got, but would break the stock rear in a week.
I am very happy with the gains for essentially porting a fast and an EWP, there is definately more to be had. At this point though, I need to get the car track ready. I think changes I make cam wise from this point on are going to be for driveability and track times. I think the cam you spec'd out for me will be the biggest power wise I got, but would break the stock rear in a week. Trending Topics
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TECH Fanatic
Joined: May 2003
Posts: 1,292
Likes: 6
From: RainbowCity,Alabama
Originally Posted by Brian Tooley
Actually what he meant to say was full roller rockers are needed for the TFS heads, not just the Harland Sharp.
Brian, For what reason are full roller rockers needed? Nice numbers BTW.
Originally Posted by Terry@RacetechSpeed
Brian, For what reason are full roller rockers needed? Nice numbers BTW.
The way you achieve this type of geometry is by standing the rocker up, or raising it up and then pulling it away from the valve to get it closer to center. The problem with this type of geometry with stock LS1 rockers is they tend to sweep all the way out to the tip end of the rocker and then damage to the valve stem tip can occur. This type of damage is even occurring with 15 degree heads with stock rockers as you have seen other posts on this problem. There are many variables that factor into whether or not someone will have a problem, and any 15 degree head with bronze guides is going to suffer accelerated guide wear with stock rockers also.
TECH Fanatic
Joined: May 2003
Posts: 1,292
Likes: 6
From: RainbowCity,Alabama
Originally Posted by Brian Tooley
When TFS designed the geometry of the LS1 head, they utilized some of the knowledge that they had gained from the Twisted Wedge era. Stock type geometry makes a roller rocker sweep across the top of the valve a large amount, upwards of .100"+ This type of geometry starts towards the intake side of the valve and sweeps across to the exhaust side at peak lift. If you roll a valve over (angle change) and then try to utilize stock length pushrods this problem gets worse, as the sweep increases even further, upwards of .150"+ This is not desirable for a roller rocker arm. Proper roller rocker geometry works in a full arc, it starts closer to the center of the tip, rolls out towards the exhaust at mid lift and then actually rolls back in towards the intake side of the head at peak lift. With this type of geometry sweep patterns as low as .040" can be achieved.
The way you achieve this type of geometry is by standing the rocker up, or raising it up and then pulling it away from the valve to get it closer to center. The problem with this type of geometry with stock LS1 rockers is they tend to sweep all the way out to the tip end of the rocker and then damage to the valve stem tip can occur. This type of damage is even occurring with 15 degree heads with stock rockers as you have seen other posts on this problem. There are many variables that factor into whether or not someone will have a problem, and any 15 degree head with bronze guides is going to suffer accelerated guide wear with stock rockers also.
The way you achieve this type of geometry is by standing the rocker up, or raising it up and then pulling it away from the valve to get it closer to center. The problem with this type of geometry with stock LS1 rockers is they tend to sweep all the way out to the tip end of the rocker and then damage to the valve stem tip can occur. This type of damage is even occurring with 15 degree heads with stock rockers as you have seen other posts on this problem. There are many variables that factor into whether or not someone will have a problem, and any 15 degree head with bronze guides is going to suffer accelerated guide wear with stock rockers also.
Thanks Brian for the explanation.
Originally Posted by Brian Tooley
When TFS designed the geometry of the LS1 head, they utilized some of the knowledge that they had gained from the Twisted Wedge era. Stock type geometry makes a roller rocker sweep across the top of the valve a large amount, upwards of .100"+ This type of geometry starts towards the intake side of the valve and sweeps across to the exhaust side at peak lift. If you roll a valve over (angle change) and then try to utilize stock length pushrods this problem gets worse, as the sweep increases even further, upwards of .150"+ This is not desirable for a roller rocker arm. Proper roller rocker geometry works in a full arc, it starts closer to the center of the tip, rolls out towards the exhaust at mid lift and then actually rolls back in towards the intake side of the head at peak lift. With this type of geometry sweep patterns as low as .040" can be achieved.
The way you achieve this type of geometry is by standing the rocker up, or raising it up and then pulling it away from the valve to get it closer to center. The problem with this type of geometry with stock LS1 rockers is they tend to sweep all the way out to the tip end of the rocker and then damage to the valve stem tip can occur. This type of damage is even occurring with 15 degree heads with stock rockers as you have seen other posts on this problem. There are many variables that factor into whether or not someone will have a problem, and any 15 degree head with bronze guides is going to suffer accelerated guide wear with stock rockers also.
The way you achieve this type of geometry is by standing the rocker up, or raising it up and then pulling it away from the valve to get it closer to center. The problem with this type of geometry with stock LS1 rockers is they tend to sweep all the way out to the tip end of the rocker and then damage to the valve stem tip can occur. This type of damage is even occurring with 15 degree heads with stock rockers as you have seen other posts on this problem. There are many variables that factor into whether or not someone will have a problem, and any 15 degree head with bronze guides is going to suffer accelerated guide wear with stock rockers also.
Great information and it also confirms what I found setting up my Darts last winter. I couldn't get a very good pattern from stock rockers and went to the Crane 1.7 rollers, this was after a week or two playing with them on the bench and checking the wipe pattern. Got a much better and narrower pattern with the Crane rollers, but as stated above it sweeps from the inside to the outside with peak lift on the outside of the wipe pattern.
