LOL.... how'd i know you would be back in here spouting off your nonsense....

Legitimate experience huh?

How many people have paid you to build a motor, port a pair of heads or spec a cam?

By your logic... a jet airplane mechanic doesnt have "legitimate experience" because he doesnt own and work on his own jet.

Guess the two years i spent working for Brian Tooley and the years after spent in a different shop dont mean anything.... because of my place in life prevents me from having disposable income to spend on a race car.... im an idiot because im not building anything at the moment.....

Hey i was trained to be a commercial driver too.... but i dont own my truck...guess i cant really drive a truck either since i dont own it....

 

Glad to see someone gets it.

The right events for a power adder are the right events....

Theres some swing adapting from race to street....

But to have the exhaust duration the old cam had for the combo... was just flat *** out wrong for that blower.

 

John, I have learned to ignore him especially. As many other respectable members and vendors have PM'd me, called me, emailed me and told me personally don't respond to them.

If you do they have won by dragging you down to their level.

I didn't install the cam, I didn't tune it, but it picked up and that's what matters here guys.

Hope everyone has as good a day as I'm going to have today

 

I'm glad to help anyone I can, I've had plenty of help along the way. Geoff at EPS has helped me, and we've also argued about stuff. As has Mark at Bullet and my rep at Comp. None of us is as smart as all of us.

I don't understand why all of the previous dyno pulls had the huge dip in the middle. Although I don't understand what anyone else would have to gain by pooping on your thread either.

They say only a idiot argues, and God knows I've been an idiot much of my life, but at the end of the day it doesn't get you anywhere.

Keep up the good work!

 

Brian, you're far from an idiot, but I will say I always respected you and others because you stood up for yourself and never took crap from anyone that slung dirt your way.

Thanks for the kind words.

 

Martin, can you give a brief description of how you learned to spec cams?

specifically what, and how much testing/data did you do to arrive at valve events ETC.

and what I mean is you are here selling cams and that is all good, but you have some isky iskenderian et al who tested hundreds if not thousands of different iterations, and have knowledge across multiple different forms of racing on how a cam performs not only on the dyno but at the race track where it counts,

and we trust those guys. Maybe give us a brief sales pitch on why ls1tech members should trust you to pick their cam.

 

I have the good fortune of having people in my corner like Brian Tooley, Lil John, my rep David Mccarver at Comp, my boss here at Tick Jonathan and many others willing to share over the years of what they have found to work and what doesn't work. Taking bits and pieces from what they have told me and putting it into what I would use is how I come to my choices on lobe selection and events. A lot of times I'll run my choices by them and 9/10 they agree with what I have chosen. As Brian said, all of us put together are smarter than just one. Any cam guru who tells you they don't bounce ideas and profiles off their colleagues is lying.

I haven't had a dissatisfied customer yet, and I've sold a fair amount of cams.

Unfortunately we don't have the funding or resources to test hundreds of profiles. Maybe one day we will and I'll be able to share the results, for now though I'm letting my customers do the talking for me and they have already done plenty of that in this thread and many others.

I know you don't like me, and I know what you're trying to do here. It's not going to work so go fish somewhere else.

 

Martin, as long as your customers are happy WHAT ELSE MATTERS???

 

Nothing...not a damn thing!

 

Very interesting, on many levels.

I guess I just think, when I think custom cams, that it is based on testing of many proven combinations,changing one thing and testing again, A/B/A testing, etc at they dyno and at the track.

who knew that there were other ways to become a custom cam expert.

but, as long as your many customers are happy, then nothing else matters.

 

How in the hell is somebody supposed to test every cam possibility on every motor setup with every power adder in every car to meet your ridiculous standards? Other than showing everyone that you have a giant stick up your ***, what are you accomplishing in this thread?

 

I have a question for Louis...

Why didnt you disclose the complete specs of the cam?

Afraid someone might recognize the specs?

Say Hi to Bill next time you see him...

His car made good power for only having a "mid 230's" cam in it dont you think??

 

Discredit, discredit, discredit...haters gonna hate.

 

Yes there are ways other than the old school way of testing a cam on the dyno. Computer programs now days can tell you almost to the hp and rpm what a cam will do. They have been tested against the dyno to prove they can generate information that accurate. But there is also so many cams out there with so many variations, when you start looking at cams and comparing things on the cam you can get a very good idea of what will do and won't do.

 

With the amount of communication we have at our finger tips today, the old ways of trying different profiles over and over and over again until one works the way you want are over. We now have cell phones, internet, magazines, and as others have said computer generated software that can tell someone everything they'd really ever need to know about cam timing.

That said, I feel like I've been taught by some of the most respected names in the business on what works and what won't, what to do and what not to do. With that type of teaching, I don't need a computer to tell me what to put in for duration, LSA and ICL, they've done it enough to be able to say, "that won't work you need to look at it this way, or you need to think about tweaking this or that."

From the time I really started getting into cams and valve-train I was able to visualize an engine running inside my head, and what each of the valves look like in their 4 different strokes. I was then able to put that with .200 numbers, .050 numbers, .020 numbers and once I was able to do that, looking at valve lift charts didn't remind me of being in Spanish class anymore.

Some people are able to pick up on things quickly, you can call it a knack if you'd like, and some people don't. I would say it's something you're born with and isn't really learned. The situations where different events and lobe selections needed are learned, but common sense, ingenuity and the ability to problem solve aren't. I like to think of myself as a pretty smart person and I feel like I possess all of those traits. That said, I am always learning and one of Tooley's quotes always sticks with me:

A wise man confronted with evidence that disproves his theory, doesn't refute the evidence, he changes his theory.

This is how cam design goes and you learn something new every day from every single cam you design. It doesn't matter if it's your 100th cam or your 100,000th cam, you learn something from each one. That is how you truly learn by actually doing it yourself. Until you do that, you will never learn!

So with that said, don't let anyone ever tell you that you can't do that, you're not good enough or experienced enough to do something you really love and want to do. To show the world how good you are, you have to do it and do it well! Just let your results speak for themselves and let the critics critique, in the end it's all they're really good at.

 

It's good that you guy's sorted this out. I would like to see that motor brought up to 10-1 compression which it should be at. Thats where the power will be. Static should be alot higher with that much cam overlap. If you put in say a 228/236 cam the midrange would gain a good bit but I think the static would kill topend.

Also, when dynoing a auto car, always better to print the graph out in MPH, corrected and hp/tq scaled correctly to compare. Alot easier to read.

Good Job.

 

So all I need is a telephone? The Internet? And some communication and I can be a cam expert myself? I don't have to actually have any first hand experience? Or do any work on my own?

That's interesting. Guess maybe I'll stop building **** and just start using the Internet more?

And you ask how many people have paid me to do work on their car? Plenty, I have worked out of shop on the Southside of Houston for a while. I have done It all from making custom suspension parts to building motors, turbo kits. And everytime in between. This has gone on since about 2007 or so. And I understand I'm far from an expert, but when I speak of what works and what doesn't I'm bringing first hand knowledge and experience to the table. This is something you internet experts won't ever be able to do. Now matter how much you can sell or give away. You can tell a guy how this or that is supposed to work, or how it was designed it to work. But you won't ever be able to sit there and say look I have done this and done that and this is what will happen..

Majority of the stuff you spec has probably never actually been installed.

 

Thanks Slowhawk!

New pistons are the next item on the list and we're shooting for 10.2:1 static and somewhere in the 7.2-7.4:1 range for dynamic. With an A2W and E85 it needs some compression!

It's interesting you say to use MPH, my graphs always looks very flat and broad when I use MPH versus engine RPM, but that is something I will start doing for our customers so they have both MPH and engine RPM.

Thanks for the kind words Don!

 

The problem with a lot of "racing" cam knowledge developed with single plane intakes is that the valve events aren't exactly right for a long runner, stock style intake manifold.

Typically a single plane intake has lots of available airflow, so you can bring the mid range torque up by increasing the overlap. A long runner, stock style LS intake tends to make plenty of mid range torque due to runner length, they generally need help making horsepower. A stock style intake can easily be over scavenged during overlap, I generally cap the overlap to 30 degrees.

The other big variable you need to know is how the port volume and valve diameters are going to affect your timing events. On a LS engine with bigger ports and valves are going to need a earlier IVC, conversely smaller ports and valves will need a later IVC. Larger valves effectively increase overlap area, so you have to compensate for that.

On my personal 454 I talked to every cam guru in the country and all but one told me a 55 ABDC IVC point was optimum and to not go past that or torque would greatly suffer. I went with almost 60 IVC point and made 600 tq by 4100 rpm. I was also told about 60 EVO point was optimum and going past that point would hurt low end torque. I used almost 70 EVO and still made great torque. I used such a late IVC because I had smallish heads on a large engine. I also used a early EVO because I only had 1 7/8" headers and I figured I needed the increased EVO to make over 700 hp.

 

13.5:1 compression
300 shot of nitrous

And you recommend TR6 plugs....yea you're an engine builder and for sure an expert!