L92 408 first results....
Originally Posted by Forteen3GT
Rick.... what about the weight of the intake valve in regards to lift?? Float potential????
Originally Posted by Hennytime
why not? is there something im missing? too big?
Rick
Originally Posted by Rick@Synergy
Take a look at flow data and you will see why that cam wont be very effective. Not enough split. Intake to exhaust ratio is very different on these heads and the LS7 heads. If you wanted a big cam, I can send you one that will work.
Rick
Rick
The know it all's know it all
Joined: Oct 2006
Posts: 500
Likes: 0
Might wanna try running more lift on the exhuast lobe instead of the intake.
Woulnd't chase after this with a tighter LSa. those heads move to much air for a tight LSA/high overlap camshaft on an engine this size. I would add a few degrees of intake lobe and pull the advance out of the camshaft.
Look like a good first stab though.
Woulnd't chase after this with a tighter LSa. those heads move to much air for a tight LSA/high overlap camshaft on an engine this size. I would add a few degrees of intake lobe and pull the advance out of the camshaft.
Look like a good first stab though.
Originally Posted by Rick@Synergy
Let me start this thread to remind everyone that this thread is here to help others in their builds. This is only the first cam in this motor and we will be changing in a week or two to the next cam size. We are doing this to achieve what we really want out of this motor and to grab the best of both world. Now, the best part is this also helps everyone else out there trying to understand the new L92/L76 head and intake combo. So here it is. A break down of the car first. AND No its not Flywheel power.
99 f-body.
iron 408
11.5 CR
L92 heads, touched up exhaust.
L76 intake with UMI 90mm TB.
American Racing 1 7/8th long tubes with no cats.
Corsa catback with extra magnaflow muffler in the I-pipe for sound reasons.
42lb injectors
Ford 9inch
3.5" driveshaft.
6-speed car.
Mcloud twin disc.
This should cover most of what you need.
I am going to give out cam specs today to help other understand how simple and tame this combo is.
Cam specs. 230/242 116+2 LSA .590/.578
Customers goals where simple, TQ all the time, and fun to drive. I will admit, I wanted more powerband, but thats the great thing about trial and error, so the next cam will fit the bill even more. Enjoy.
Rick
99 f-body.
iron 408
11.5 CR
L92 heads, touched up exhaust.
L76 intake with UMI 90mm TB.
American Racing 1 7/8th long tubes with no cats.
Corsa catback with extra magnaflow muffler in the I-pipe for sound reasons.
42lb injectors
Ford 9inch
3.5" driveshaft.
6-speed car.
Mcloud twin disc.
This should cover most of what you need.
I am going to give out cam specs today to help other understand how simple and tame this combo is.
Cam specs. 230/242 116+2 LSA .590/.578
Customers goals where simple, TQ all the time, and fun to drive. I will admit, I wanted more powerband, but thats the great thing about trial and error, so the next cam will fit the bill even more. Enjoy.
Rick
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Originally Posted by Hennytime
sure, your the man with the shop and im a 19 y/o. i just through out the 244/248 cam becuase i saw alot of guys using it with 408 ported ls1/6 heads, what did you have in mind, im on this site to learn
Dont worry, I didnt know your age nor was I trying to down on you. Just letting you know, that not every cam works the same for every head.
I would say more like 248/256 to start i you want something nasty. But I still dont like nasty cams anways.
Rick
Originally Posted by Sean Collins
Might wanna try running more lift on the exhuast lobe instead of the intake.
Woulnd't chase after this with a tighter LSa. those heads move to much air for a tight LSA/high overlap camshaft on an engine this size. I would add a few degrees of intake lobe and pull the advance out of the camshaft.
Look like a good first stab though.
Woulnd't chase after this with a tighter LSa. those heads move to much air for a tight LSA/high overlap camshaft on an engine this size. I would add a few degrees of intake lobe and pull the advance out of the camshaft.
Look like a good first stab though.
Already doing that on the next one. The LSA is not changing much, but I am taking out the ground in advance. I basicly ended up with a 236/246 on a 115 for the one I just ordered. Rick
The know it all's know it all
Joined: Oct 2006
Posts: 500
Likes: 0
Originally Posted by Rick@Synergy
Nice to know we all think alike. Already doing that on the next one. The LSA is not changing much, but I am taking out the ground in advance. I basicly ended up with a 236/246 on a 115 for the one I just ordered.
Rick
Already doing that on the next one. The LSA is not changing much, but I am taking out the ground in advance. I basicly ended up with a 236/246 on a 115 for the one I just ordered. Rick
Originally Posted by Sean Collins
Shouldn't be to aweful. I'd bet she will wake up.
yup, and keep in mind the customer wants to sacrifice almost nothing from the current cam.
gonna keep me on my feet with this one. Rick
The know it all's know it all
Joined: Oct 2006
Posts: 500
Likes: 0
Originally Posted by Rick@Synergy
yup, and keep in mind the customer wants to sacrifice almost nothing from the current cam. gonna keep me on my feet with this one.
Rick
gonna keep me on my feet with this one. Rick
Originally Posted by Hennytime
wil you take requests for the next cam sorta like a 244/248 on xer lobes?
according to some XER lobes are not the way to go with the weight of the stock intake valve. no need for them. who needs this sort of ramping rate on a 2.16 valve?? it gets enough air due to the size... maybe on a car with shrouding issues like a 4.030 bore... if ya have a 4.060 bore those lobes are not necessary. We need aftermarket valves to make XER's good for these heads..... but this is just bench racing and bench guessin IMHO.
Rick,
Are those numbers comparable to a RWHP/RWTQ from a dynojet? I only ask because the graph reads flywheel power at the top. Wasn't sure if that software is adding back in some sort of "power loss across the drivetrain" factor or something. If not, that's some respectable numbers. ****, I don't think that I have seen a 40x LSx motor put down more tq than hp before through an M6. Specially not one that is right at about the 500 numbers. Kudos to you for sharing. I can't wait to see what happens after the cam swap. Not to mention that if I read the first post correctly, there is a muffler upstream of the rear muffler/mufflers. How does it sound? I have been considering a similar method of quiting down my car. Does it create an additional restriction or is the restriction just at the first muffler and therefore it doesn't matter how many you put downstream?
Thanks!
Are those numbers comparable to a RWHP/RWTQ from a dynojet? I only ask because the graph reads flywheel power at the top. Wasn't sure if that software is adding back in some sort of "power loss across the drivetrain" factor or something. If not, that's some respectable numbers. ****, I don't think that I have seen a 40x LSx motor put down more tq than hp before through an M6. Specially not one that is right at about the 500 numbers. Kudos to you for sharing. I can't wait to see what happens after the cam swap. Not to mention that if I read the first post correctly, there is a muffler upstream of the rear muffler/mufflers. How does it sound? I have been considering a similar method of quiting down my car. Does it create an additional restriction or is the restriction just at the first muffler and therefore it doesn't matter how many you put downstream?
Thanks!
