GrannySShifting

iTrader: (10)

PSJ, what was the lowest boost you dynoed that cam with and where did the power peaks fall and with what motor/heads/headunit?

I had a cam ground a month ago for a procharged truck in that neighborhood, and wondering where it may peak at. In a 6.0, thats seeing nitrous too so much of a balancing act going on

Pro Stock John

iTrader: (34)

I did 738rwhp safely @ 17 psi with:

230/236//115
YS Trim
17 psi
110L

Mine is T400, but peaked like at 6800. I forget exactly.

With an unlocked T400 the peaks will be a few hundred rpms on the dyno than reality depending on the looseness of the converter.

I will say that my current combo is less like a mountain and more like a plain. I make over 700rwhp by 5800 rpms now.

GrannySShifting

iTrader: (10)

mthe cam I have for the truck close the intake valve 2 degrees earlier and has another 15-20 cubes or so so i assume itll peak close to where I planned 64-6500

CMKworm

iTrader: (2)

I haven't contacted comp yet, been trying to get ahold of cylinder head specialties. Anyways my pulley is a 3.2 and they said if I can't go smaller w/o a larger crank pulley? Also the 11.65 is w/o the s/c and fuel system I have now so I should be in the 10's. Thank you all for helping, still trying to understand some of it!

GrannySShifting

iTrader: (10)

PSJ what is your cam liek now compared to the one before? itghter lsa bigger exhaust split?

Pro Stock John

iTrader: (34)

Old: 230/236//115//595/598

New: 236/246//114/598/632

1bad2k2ta

iTrader: (3)

Dayummm! Any driveability issues? What gears/stall are you running? How would this cam run in a mostly street driven M6? Heads flow 295/254 @.600. I think that would be too much duration for a car that sees mostly street driving w/3.42 gears. What are your thoughts?

Thanks

ls1290

iTrader: (20)

236/245//598//612//115+0 in a 402 with a F1-R procharger

Keith

1bad2k2ta

iTrader: (3)

Same questions, Keith. Any driveability issues and what is your drivetrain configuration?

Thanks

GrannySShifting

iTrader: (10)

No you can make a cam that size drive pretty good even in a 346. Its not really necessary for your average 9 psi car setup though

John much advance as in both cams? Normally on blower stuff I run them close to straight up. This one is in a few degrees forward, just because of the stock bottom, and dont know about it at 7000 rpm. For the real shortblock just going to retard it a couple degrees

Got Me SOM

iTrader: (2)

that cam is more for high end rpm . you can drive it on the street but i doubt it would be the best cam for your needs. bigger ain't better.

2K2CamaroSS

iTrader: (18)

This is the cam I went with for my stage II heads and stock 346.

226/232 .578/.585 115ls +2

Pro Stock John

iTrader: (34)

I consider the 235/245 stuff like ls1290 and I have to be stage III stuff:

Stage I: 210/220
Stage II: 220/230
Stage III: 230/240
Stage IV: 240/250

Drives fine. I've had bigger in the past in my old stroker.

High lift can be problematic, I plan to change valve springs once a year.

I'm not sure I can make the same generalization as gotmesom. I would say that my cam is big for stock cubes, but with my combo, which is a low compression 348ci with a 1600 cfm supercharger, I was looking for as much power as possible by 7200 rpms. That is what I have. We also wanted to get my average horsepower over 700rwhp. I have that too. I made a peak of 754rwhp at 6600. I made over 700rwhp by 5700. Since I have a 10" converter, is it safe to say that a car that makes 700rwhp at 5700 and 754rwhp at 6600 is going to be faster than a car that makes 600rwhp at 5700 and 754rwhp at 6600?

Please keep in mind that a blower setup's powerband is dictated by the interplay of the folllowing:

-blower size
-pulley combo
-engine timing
-engine size
-exhaust size
-converter/ transmission setup
-cam size
-intake manifold

1bad2k2ta

iTrader: (3)

Not sure I fully understand what you mean here.

I think I get this, that is one reason I was curious about your stall speed and gears, which you never stated. I am thinking you must be running a 4000+ converter. Driving around town, you must be creating a lot of heat with a stall that loose.

Let's see how well I get this part.

-blower size - determines total possible cfm = max power - should produce cfms necessary to reach power goals without maxing the blower - overdriving causes excessive heat and likelyhood of detonation
-pulley combo - determines max cfm at peak power
-engine timing - a little fuzzy on this one - determines power @rpm vs knock?
-engine size - affects VE - longer stroke=more low end torque, higher piston speed, greater chance of knock at higher rpms - bigger bore=more top end hp, requires higher rpms to make power
-exhaust size - determines resistance to exhaust flow
-converter/transmission setup - should be configured to keep the engine within its peak power band for max effort
-cam size - determines overall powerband and torque/hp peaks
-intake manifold - determines resistance to intake flow/velocity - runner length/diameter

Please correct me where I have missed it and elaborate on the finer points of how these things work together or wherever things seem unclear.

Thanks for your patience.

Pro Stock John

iTrader: (34)

I am running a 10" converter, and it stalls over 4500. I am running 3.50 gears and 28" slicks. I am running a B&M 28,000 gvw race trans cooler.

I would say that I am running a big power blower cam. My max rpm has always been 7200, even with the smaller cam I had.

You can adjust a given combo by changing the pulley combination, changing the cam, and changing the torque converter. All three of those components will have a major effect on how, where, when a combo makes power.

You pretty much should start with your rev limiter.

As an aside, I could pulley down more and make another 20-50rwhp but my tensioner setup probably would probably have problems with a smaller blower pulley. The Mustang guys are playing with 2.75's and 2.80's and I am running a 2.85.