Futral F14 cam too big for Power brakes ?
#1
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I recently bought a 01' Z-28 with a Futral Motorsports
FMS-F14-114 FMS Custom Grind Camshaft - 232"/234" .598"/.598" 114LSA - aggressive profile with a 2600-7000 RPM range, rough idle
Am I just thinking "old tech" SBC or is this cam way to big for the stock power brakes?
FMS-F14-114 FMS Custom Grind Camshaft - 232"/234" .598"/.598" 114LSA - aggressive profile with a 2600-7000 RPM range, rough idle
Am I just thinking "old tech" SBC or is this cam way to big for the stock power brakes?
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My cam is a little bigger than your and I had to add a seperate vacuum reservoir so the brakes would work good everytime. You might want to try that. Here is what I have.
http://www.summitracing.com/parts/CCA-5200/
http://www.summitracing.com/parts/CCA-5200/
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I use a texas MS3 cam in my 5.7. When I went from 4 pistons to 12 piston the brakes hardly worked. I tried a vacuum no which helped minimally. Ended up going with electric vacuum. But this is in a 240sx, stock single piston brakes still worked just dandy
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I was always under the impression that overlap is what kills vacuum. with a 114 LSA I would think thats not a big issue. I ran the GM847 cam on my LT1 and had no issue with power brakes and its slightly larger than your listed specs.
GM847 --- 234@ .593/ 242@ .614 (1.6RR)--- 112 LSA
GM847 --- 234@ .593/ 242@ .614 (1.6RR)--- 112 LSA
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You can't tune out the lack of vacuum from too much overlap... you can tune drivability and idle issues out, to a point, however.
With that said, you can run a pretty aggressive hydraulic cam in an LSx series motor, because of the 55mm cam core. A larger core allows for ramp rates that are so much faster and more aggressive than what you see in the SBC world that the cams are actually shaped much more "peaky." That is, it is much smaller right off the valve seat, but ramps up to a very high lift and duration .050" and .200" off the valve compared to the SBC cams, giving you a little bit better idle and more vacuum compared to SBC cams similar in size at .050". That's why it's dangerous to read too much into the .050" duration and lift numbers.
Also, most shelft stock SBC cams are usually sold with a tighter LSA (because of the intake manifold design), jacking the overlap even higher versus the wider LSA you see in a majority of off-the-shelf LSx-series cams of comprable size, reducing the overlap somewhat. LSx guys run typically 111-114 LSA for cams sized between 224 and 240 for the intake duration at .050", where you'd see 106-110 LSAs for the SBC guys with similar sized cams.
The F14, with a good tune, would work well with the LS1. The F13 is also a terrific performer that produces a ton of usable power and torque without having to spin the motor to the moon.
With that said, you can run a pretty aggressive hydraulic cam in an LSx series motor, because of the 55mm cam core. A larger core allows for ramp rates that are so much faster and more aggressive than what you see in the SBC world that the cams are actually shaped much more "peaky." That is, it is much smaller right off the valve seat, but ramps up to a very high lift and duration .050" and .200" off the valve compared to the SBC cams, giving you a little bit better idle and more vacuum compared to SBC cams similar in size at .050". That's why it's dangerous to read too much into the .050" duration and lift numbers.
Also, most shelft stock SBC cams are usually sold with a tighter LSA (because of the intake manifold design), jacking the overlap even higher versus the wider LSA you see in a majority of off-the-shelf LSx-series cams of comprable size, reducing the overlap somewhat. LSx guys run typically 111-114 LSA for cams sized between 224 and 240 for the intake duration at .050", where you'd see 106-110 LSAs for the SBC guys with similar sized cams.
The F14, with a good tune, would work well with the LS1. The F13 is also a terrific performer that produces a ton of usable power and torque without having to spin the motor to the moon.