F1X cam I did
Thread Starter
FormerVendor
iTrader: (3)
Joined: Feb 2012
Posts: 7,480
Likes: 18
From: Mount Airy, NC
F1X cam I did Aaron came to me after I spoke to him in his thread, telling him how I thought he could improve upon his dyno numbers. He was upset that his 408/F1X combination just wasn't making the power he nor I thought it should.
Two of the main things I saw were one, low compression and two the camshaft profile was fubard beyond recognition for his combination.
With that in mind, I had a new profile ground to my specs for Aaron that would compliment his set-up.
Aaron's set-up consists of:
408 stroker with a 4" crank
ETP LS7 heads
Holley Hi-ram intake
6L80E trans
8.4:1 Static compression
F1X Procharger making 18psi@6800rpm
E85
A2W
Custom Tick Performance Blower cam by yours truly.
After having the cam installed and the only thing that changed from the old dyno pulls was the day of the week and the camshaft the car was already up 125rwhp over the last dyno pulls with the old camshaft. The car was making 775rwhp through the stalled auto, and was now making 900rwhp...here's the hitch....
The engine was now so much more efficient that the fuel pump began to run out around 5500rpm and at 6200rpm where it was making 125rwhp more than it did previously with the old cam the AFR was nearly 14.0:1 and boost had barely reached 15psi. He was down 3psi and 600rpm from where he made 125rwhp less before!!! With the proper amount of fuel, 3psi more from the F1X and 600 more rpm who knows how much more this thing will make!!!
Anyways here is an idle clip of the old cam:
http://youtu.be/C5UN4kMfR-8
And the new Tick Performance Custom Blower grind:
http://youtu.be/EY8Zy7-OoKw
Enjoy!
Two of the main things I saw were one, low compression and two the camshaft profile was fubard beyond recognition for his combination.
With that in mind, I had a new profile ground to my specs for Aaron that would compliment his set-up.
Aaron's set-up consists of:
408 stroker with a 4" crank
ETP LS7 heads
Holley Hi-ram intake
6L80E trans
8.4:1 Static compression
F1X Procharger making 18psi@6800rpm
E85
A2W
Custom Tick Performance Blower cam by yours truly.
After having the cam installed and the only thing that changed from the old dyno pulls was the day of the week and the camshaft the car was already up 125rwhp over the last dyno pulls with the old camshaft. The car was making 775rwhp through the stalled auto, and was now making 900rwhp...here's the hitch....
The engine was now so much more efficient that the fuel pump began to run out around 5500rpm and at 6200rpm where it was making 125rwhp more than it did previously with the old cam the AFR was nearly 14.0:1 and boost had barely reached 15psi. He was down 3psi and 600rpm from where he made 125rwhp less before!!! With the proper amount of fuel, 3psi more from the F1X and 600 more rpm who knows how much more this thing will make!!!
Anyways here is an idle clip of the old cam:
http://youtu.be/C5UN4kMfR-8
And the new Tick Performance Custom Blower grind:
http://youtu.be/EY8Zy7-OoKw
Enjoy!
Those are some impressive results...well done.
Thread Starter
FormerVendor
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Joined: Feb 2012
Posts: 7,480
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From: Mount Airy, NC
Thank you Mike, I would post the dyno graphs, but the tuner didn't force the scaling on the graphs so they look weird to someone unlike me or yourself and would probably say, that's not real!!!
I think with some real compression it will be well over 1100rwhp as I am banking on it making at least 75rwhp-100rwhp more with the larger fuel pump, more boost and rpm.
I think with some real compression it will be well over 1100rwhp as I am banking on it making at least 75rwhp-100rwhp more with the larger fuel pump, more boost and rpm.
great job Martin. That new cam suits the car so much better as far as the sound alone goes! Cant wait to see the results at its full potential.. seems youve found your calling.
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Timing was the same? Sounds like AFR had a big role because the pump was out of flow. At that level, there's potentially 50-75 hp or more in just tuneup.
The previous cam- 235/24x wasn't bad for a 10-11:1 motor, but on an 8:1 engine, it's obvious that cam was wrong. More like the compression was wrong
The previous cam- 235/24x wasn't bad for a 10-11:1 motor, but on an 8:1 engine, it's obvious that cam was wrong. More like the compression was wrong
Thread Starter
FormerVendor
iTrader: (3)
Joined: Feb 2012
Posts: 7,480
Likes: 18
From: Mount Airy, NC
Can you do better?
Timing was the same? Sounds like AFR had a big role because the pump was out of flow. At that level, there's potentially 50-75 hp or more in just tuneup.
The previous cam- 235/24x wasn't bad for a 10-11:1 motor, but on an 8:1 engine, it's obvious that cam was wrong. More like the compression was wrong
The previous cam- 235/24x wasn't bad for a 10-11:1 motor, but on an 8:1 engine, it's obvious that cam was wrong. More like the compression was wrong
I still think the events the old cam had are totally wrong no matter the compression on a combination that has the I/E % the ETP LS7 heads have. Would some compression of helped the profile, of course...compression helps every profile, but the results would of still been nearly the same.
Guys, I don't think the owner cares if I release the specs, but I'm going to ask because I value my customers privacy if they so choose. If some of you guys search hard enough you'll probably be able to find the specs on the new cam.
the old cam was probably bleeding off too much cyl pressure, and with that low of a SCR it was probably even worse DCR until the boost caught up. LSA was a little on the wider end as well for that combo.
Thread Starter
FormerVendor
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Joined: Feb 2012
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From: Mount Airy, NC
Even with the amount of advance I added to the cam the DCR is still ridiculously low. It only had 130-140psi cranking compression with the old cam.
Teching In
Joined: Jul 2012
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Hey Martin thanks again for the new cam, I don't mind if you give the specs. Also yesterday it was cold and rainy so I decided to do a compression check just out curiosity.. Before it was 129-130 on all driverside cylinders. Yesterday after new cam 150-153cranking pressure. Closing the intake valve just a few degrees earlier makes a big diff!
It was tuned by JUSTUNE in KC. he has been the tuner on this car from day one.
Anyone that doesn't believe the gains from this cam you can call the shop in Kc and ask.
It was tuned by JUSTUNE in KC. he has been the tuner on this car from day one.
Anyone that doesn't believe the gains from this cam you can call the shop in Kc and ask.
Thread Starter
FormerVendor
iTrader: (3)
Joined: Feb 2012
Posts: 7,480
Likes: 18
From: Mount Airy, NC
I didn't know you knew about this build? When you're ready to get rid of that LS9 cam let me know.
Thanks Aaron!!! You were great to work with as a customer and I'm very happy to see you so content with my customer service and the new cam!!!
That's what it's all about....funny now that you've posted the haters have taken off like cockroaches scurrying when the lights get cut on lol.
Thank you very much.
You too! When you want a cam for that bucket of bolts let me know!
Sloppy Mechanics TTF!
Since Aaron has given me the OK to release the specs they are as follows:
298/318@.020
243/263@.050
162/181@.200
116LSA
111ICL
121ECL
10.5 IVO
52.5 IVC
72.5 EVO
10.5 EVC
21* overlap
Old cam:
290/298@.020
235/243@.050
153/162@.200
116LSA
116ICL
116ECL
1.5 IVO
53.5 IVC
57.5 EVO
5.5 EVC
7* overlap
As you can see the new cam actually has an earlier IVC event which means that the new cam does not need to rev any higher to take advantage of the new found power versus the old profile. IVC has a direct correlation along with intake runner size, intake valve diameter, intake runner length, plenum volume and cross sectional area of the intake port to when and where peak horsepower is made.
Hey Martin thanks again for the new cam, I don't mind if you give the specs. Also yesterday it was cold and rainy so I decided to do a compression check just out curiosity.. Before it was 129-130 on all driverside cylinders. Yesterday after new cam 150-153cranking pressure. Closing the intake valve just a few degrees earlier makes a big diff!
It was tuned by JUSTUNE in KC. he has been the tuner on this car from day one.
Anyone that doesn't believe the gains from this cam you can call the shop in Kc and ask.
It was tuned by JUSTUNE in KC. he has been the tuner on this car from day one.
Anyone that doesn't believe the gains from this cam you can call the shop in Kc and ask.
That's what it's all about....funny now that you've posted the haters have taken off like cockroaches scurrying when the lights get cut on lol.
You too! When you want a cam for that bucket of bolts let me know!
Sloppy Mechanics TTF!
Since Aaron has given me the OK to release the specs they are as follows:
298/318@.020
243/263@.050
162/181@.200
116LSA
111ICL
121ECL
10.5 IVO
52.5 IVC
72.5 EVO
10.5 EVC
21* overlap
Old cam:
290/298@.020
235/243@.050
153/162@.200
116LSA
116ICL
116ECL
1.5 IVO
53.5 IVC
57.5 EVO
5.5 EVC
7* overlap
As you can see the new cam actually has an earlier IVC event which means that the new cam does not need to rev any higher to take advantage of the new found power versus the old profile. IVC has a direct correlation along with intake runner size, intake valve diameter, intake runner length, plenum volume and cross sectional area of the intake port to when and where peak horsepower is made.
Last edited by Sales@Tick; Oct 26, 2012 at 10:26 AM.
