Proper cam gains over stock LS1 at 800+ whp?
10-11-2013, 05:55 PM
#61
there are a few cams at about the specs you gave him and there are a bunch of them running very good times. a lot of it has to do with intended use as well. with his loose convertor that will be a good cam I want my car to work at a lower rpm to match my smallish tc-78 so im keeping it tight and trying to pull to about 6000 or so so total different uses. thanks.
he still might be a little loose convertor wise.
he still might be a little loose convertor wise.
10-11-2013, 06:59 PM
#63
look at it this way a pt-72 is a big turbo for a 231 and I bought right into the big turbo cams make big power on the dyno guys. and gave them a try. but I found out more average power whould outrun big peak power every time.
I also did some searching on this website and .found guys running big mph like 138 mph with ets in the high to mid tens telling me they make big power but cant get the car moving . you guys are the pros im just a customer but I do know if it wont come out of the hole it wont et.
mines not running yet so I guess I have no room to talk.thanks
I also did some searching on this website and .found guys running big mph like 138 mph with ets in the high to mid tens telling me they make big power but cant get the car moving . you guys are the pros im just a customer but I do know if it wont come out of the hole it wont et.
mines not running yet so I guess I have no room to talk.thanks
10-11-2013, 07:56 PM
#64
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I have a question I bought an LSA cam off a cts-v and want to install it in my 5.3l what mods will I have to make I know I need a single bolt cover meaning I'm gonna need to change timing gear chain also will a ls3 timing gear fit the same eat as the one from my 5.3
10-11-2013, 08:14 PM
#65
Do you realize that converter stalling 500 rpms lower or higher can make a world of difference? Do you realize stock48 is talking about smaller engine operating in much thinner air, naturally slowing things like spool up quite a lot? I've read a lot of threads and specs Martin gave me were right in the lower range of what most people suggest, which I find quite satisfying for mostly street car
Anyway, as Jarrett mentioned, what fun would it be if we all had the same stuff? Nobody can come in 2nd place if everyone is 1st
10-11-2013, 09:05 PM
#67
Your 218/218 has a 39 IVC event. It's runs it's tail end off with a 3.622" stroke engine, truck manifold etc.
My 227/235 cam has a 43 IVC event. With a 4" stroke engine and LS6 manifold(both truck and LS1/LS6/LS3/LS2/L76 etc. have runners roughly 10" long as I've measured them) this puts the intake valve closing event pretty much identical@.050" in terms of piston position in the bore.
A longer arm speeds up piston speed. It has the same affect more RPM does on valve timing. More cylinder fill will take place for a given intake stroke and if you want to take advantage of added VE you have to close it later.
I've found through testing that exhaust duration does not "drive" the turbine wheel like I once thought and many have thought for years. Overlap does through thermodynamics in respect to valve events and cam timing. Obviously the VE of the engine and the amount of exhaust volume it outputs will affect this primarily, but cam timing can play a profound event as it will have a large say in VE and how the engine runs.
I can't share a lot of the things I find through testing, but I've found this to be true, and even more so lately as I use it more and more. The cams I've done this way respond with more speed at the track, quicker E.T.'s and faster spool times.
