F1X cam I did
10-31-2012, 12:27 PM
#141
Odds are... lack of csa in the intake port and/or manifold putting the port into a sonic choke situation.
Too early of an ivc point.
Stevie Fast was asked about the motor in his ODR car once... his reply was that it was the biggest and baddest nitrous motor he could build.... then he stuck a blower on it....
Things that make you go hmmmmmmmmmm......
Too early of an ivc point.
Stevie Fast was asked about the motor in his ODR car once... his reply was that it was the biggest and baddest nitrous motor he could build.... then he stuck a blower on it....
Things that make you go hmmmmmmmmmm......
10-31-2012, 12:57 PM
#144
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Odds are... lack of csa in the intake port and/or manifold putting the port into a sonic choke situation.
Too early of an ivc point.
Stevie Fast was asked about the motor in his ODR car once... his reply was that it was the biggest and baddest nitrous motor he could build.... then he stuck a blower on it....
Things that make you go hmmmmmmmmmm......
Too early of an ivc point.
Stevie Fast was asked about the motor in his ODR car once... his reply was that it was the biggest and baddest nitrous motor he could build.... then he stuck a blower on it....
Things that make you go hmmmmmmmmmm......
these are the numbers
IVO 42 IVC 82
EVO 94 EVC 38
80 degrees of overlap
10-31-2012, 02:34 PM
#146
10-31-2012, 02:40 PM
#147
Thats his standard answer for everyone.... he just changes his accent that he tells it with depending on whos hanging around and what part of the country hes in... lol
10-31-2012, 02:58 PM
#148
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Not really too much of a build thread-just a simple 402-I
guess you could say it was one of my cookie cutter builds-lol!
https://ls1tech.com/forums/forced-in...-975-rwhp.html
Martin-delete this is if you want buddy-I don't want to take away from your thread.
But when guys like ATVracer and LilJohn start posting my ears are wide open.
BTW-from the trends I'm seeing my next cam is real close to your Stage 2 blower-been working on a cam that doesn't make my cloths smell like fuel-but still makes jam.
I have some dyno results I can share with you via email or pm.
10-31-2012, 03:26 PM
#149
Those are advertised LilJohn, not at .050-just to be clear-I'm sure you knew that but others might not be so sure. At .050 cam is a 253/259 114+4
Not really too much of a build thread-just a simple 402-I
guess you could say it was one of my cookie cutter builds-lol!
https://ls1tech.com/forums/forced-in...-975-rwhp.html
Martin-delete this is if you want buddy-I don't want to take away from your thread.
But when guys like ATVracer and LilJohn start posting my ears are wide open.
BTW-from the trends I'm seeing my next cam is real close to your Stage 2 blower-been working on a cam that doesn't make my cloths smell like fuel-but still makes jam.
I have some dyno results I can share with you via email or pm.
Not really too much of a build thread-just a simple 402-I
guess you could say it was one of my cookie cutter builds-lol!
https://ls1tech.com/forums/forced-in...-975-rwhp.html
Martin-delete this is if you want buddy-I don't want to take away from your thread.
But when guys like ATVracer and LilJohn start posting my ears are wide open.
BTW-from the trends I'm seeing my next cam is real close to your Stage 2 blower-been working on a cam that doesn't make my cloths smell like fuel-but still makes jam.
I have some dyno results I can share with you via email or pm.
LilJohn pretty much took me under his wing along with Tooley a while back. They've always been my biggest contributors when I need someone to bounce ideas off of. Wayne also has taught me a lot about plug reading and what to look for and what to do when those situations are encountered.
I actually wish now that I had gave the Stage two cam a little more exhaust duration to kick the EVO event out earlier. These centrifugal blowers are so peaky by nature that they need help in the EVO department to bring up the torque numbers after peak torque helping to broaden the torque curve as Tooley spoke about with his 454. IMO they also don't need too late of an IVC as they continue to make power with RPM as long as you don't run out of blower CFM in doing so by spinning them harder. This is at least what I have seen in the 10-12 blower cams I've done in the past couple months.
I'm doing a 468 BBC F2 blower cam right now and it will follow the same principals I've learned from my previous blower cams.
Email is martin@tick-performance.com
10-31-2012, 03:45 PM
#150
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The thread has gone to the wayside anyways, not that it matters anymore!
LilJohn pretty much took me under his wing along with Tooley a while back. They've always been my biggest contributors when I need someone to bounce ideas off of. Wayne also has taught me a lot about plug reading and what to look for and what to do when those situations are encountered.
I actually wish now that I had gave the Stage two cam a little more exhaust duration to kick the EVO event out earlier. These centrifugal blowers are so peaky by nature that they need help in the EVO department to bring up the torque numbers after peak torque helping to broaden the torque curve as Tooley spoke about with his 454. IMO they also don't need too late of an IVC as they continue to make power with RPM as long as you don't run out of blower CFM in doing so by spinning them harder. This is at least what I have seen in the 10-12 blower cams I've done in the past couple months.
I'm doing a 468 BBC F2 blower cam right now and it will follow the same principals I've learned from my previous blower cams.
Email is martin@tick-performance.com
LilJohn pretty much took me under his wing along with Tooley a while back. They've always been my biggest contributors when I need someone to bounce ideas off of. Wayne also has taught me a lot about plug reading and what to look for and what to do when those situations are encountered.
I actually wish now that I had gave the Stage two cam a little more exhaust duration to kick the EVO event out earlier. These centrifugal blowers are so peaky by nature that they need help in the EVO department to bring up the torque numbers after peak torque helping to broaden the torque curve as Tooley spoke about with his 454. IMO they also don't need too late of an IVC as they continue to make power with RPM as long as you don't run out of blower CFM in doing so by spinning them harder. This is at least what I have seen in the 10-12 blower cams I've done in the past couple months.
I'm doing a 468 BBC F2 blower cam right now and it will follow the same principals I've learned from my previous blower cams.
Email is martin@tick-performance.com
Tooley has been around the game a long time, and he's been around the 5.0L Mustang era where I learned alot and pass it forward on the LS platform. People make it sound like the wheel was just reinvented but it wasn't.
I will email you a graph of 3 different cams, 2 of the graphs are from a Novi 2000 and the other is the F1R-at first you'll think the bigger cam obviously should make more power-then consider the F1R versus the Novi 2000-then things are not so clear again.
The Novi 2000-doesn't nearly have the airflow of the F1R.
This is why I like the Stage 2-and since those are just .050 thou numbers-the advertised can be quite a bit different.
It's always nice to bounce ideas off people.
10-31-2012, 04:05 PM
#151
I have never had the pleasure of talking to LilJohn or Wayne-but when they type I read-plain and simple.
Tooley has been around the game a long time, and he's been around the 5.0L Mustang era where I learned alot and pass it forward on the LS platform. People make it sound like the wheel was just reinvented but it wasn't.
I will email you a graph of 3 different cams, 2 of the graphs are from a Novi 2000 and the other is the F1R-at first you'll think the bigger cam obviously should make more power-then consider the F1R versus the Novi 2000-then things are not so clear again.
The Novi 2000-doesn't nearly have the airflow of the F1R.
This is why I like the Stage 2-and since those are just .050 thou numbers-the advertised can be quite a bit different.
It's always nice to bounce ideas off people.
Tooley has been around the game a long time, and he's been around the 5.0L Mustang era where I learned alot and pass it forward on the LS platform. People make it sound like the wheel was just reinvented but it wasn't.
I will email you a graph of 3 different cams, 2 of the graphs are from a Novi 2000 and the other is the F1R-at first you'll think the bigger cam obviously should make more power-then consider the F1R versus the Novi 2000-then things are not so clear again.
The Novi 2000-doesn't nearly have the airflow of the F1R.
This is why I like the Stage 2-and since those are just .050 thou numbers-the advertised can be quite a bit different.
It's always nice to bounce ideas off people.
Stage 2 Blower Cam is:
286/296@.020
234/240@.050
151/157@.200
11-03-2012, 03:31 AM
#155
Well I can't let it go! I just spent the last hour reading this whole thread and now I'm feeling really unsatisfied lol! Regardless if something was or wasn't wrong with the cam or if it was something else with the car's setup... Glad you and your customer are happy about the results. Lets close this long winded bastard down lol!
11-13-2012, 09:51 PM
#156
So we learned that the intake closing point needed earlier. Big port and no compression that makes sense.
Add overlap to it and it picks up power when there was little overlap to begin with.
And dont try to blow down 1000 hp engine with 240 degrees of exhaust timing.
Was the original cam spec'd for that combo? I cant see anyone in their right mind doing so. Looks like its closer to right now! Screw changing pistons, why wouldnt you just pulley it up
Add overlap to it and it picks up power when there was little overlap to begin with.
And dont try to blow down 1000 hp engine with 240 degrees of exhaust timing.
Was the original cam spec'd for that combo? I cant see anyone in their right mind doing so. Looks like its closer to right now! Screw changing pistons, why wouldnt you just pulley it up
11-14-2012, 12:46 PM
#157
So we learned that the intake closing point needed earlier. Big port and no compression that makes sense.
Add overlap to it and it picks up power when there was little overlap to begin with.
And dont try to blow down 1000 hp engine with 240 degrees of exhaust timing.
Was the original cam spec'd for that combo? I cant see anyone in their right mind doing so. Looks like its closer to right now! Screw changing pistons, why wouldnt you just pulley it up
Add overlap to it and it picks up power when there was little overlap to begin with.
And dont try to blow down 1000 hp engine with 240 degrees of exhaust timing.
Was the original cam spec'd for that combo? I cant see anyone in their right mind doing so. Looks like its closer to right now! Screw changing pistons, why wouldnt you just pulley it up
With a centrifugal there comes a point where spinning the blower harder reaches a point of diminishing returns sort of like with a turbo. Only it takes more engine power to do this where as a turbo doesn't. When you reach that point you'll actually lose power from trying to turn it that much faster while not really gaining much anything from it other than added heat in the intake tract.
While I agree the blower could be spun harder than it is being spun now, the motor having the compression it does on E85 with an air to water intercooler is just begging for more cylinder pressure. Not only that, but it takes a powerful N/A motor to spin a larger blower like the F1X and more compression will only make that job easier.
If this was a race car with a gear drive I'd spin it well past its "rated" maximum rpm as the guys in X275 are doing, but since it's a street car I'd rather not and find power in other areas.
11-14-2012, 01:46 PM
#158
Theres no way your anywhere near 70,000 rpm with a tensioner and belt setup and not slipping are you?
I wouldnt build a F1X with a belt no way no how try to drive that geartrain, but yeah if you know you can only run xx,xxx rpm with a belt setup reliably, then make more power NA is your only route. But a air to water setup with a belt?
I wouldnt build a F1X with a belt no way no how try to drive that geartrain, but yeah if you know you can only run xx,xxx rpm with a belt setup reliably, then make more power NA is your only route. But a air to water setup with a belt?
11-14-2012, 02:19 PM
#159
Theres no way your anywhere near 70,000 rpm with a tensioner and belt setup and not slipping are you?
I wouldnt build a F1X with a belt no way no how try to drive that geartrain, but yeah if you know you can only run xx,xxx rpm with a belt setup reliably, then make more power NA is your only route. But a air to water setup with a belt?
I wouldnt build a F1X with a belt no way no how try to drive that geartrain, but yeah if you know you can only run xx,xxx rpm with a belt setup reliably, then make more power NA is your only route. But a air to water setup with a belt?
You've been around long enough to know how to make big power, so I don't need to tell you twice.
11-14-2012, 04:21 PM
#160
Wrong how? I simply said that 250 or 350 shot on a 6 Range plug will melt ****. Stick yo that stock piece of **** you drive and leave me and my setup out of this.