New Thunder TRx v.2 Cam Specs inside!!
02-15-2004, 02:33 AM
#41
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Any predictions on what this would do in a motor with around 12:1 cr and gtp stage 2's ? I have a perfect candidate sitting in my garage. How would the piston to valve clearance compare to a TR230? Awesome #'s, keep it up Thunder.
02-15-2004, 06:35 AM
#42
Originally Posted by 99 Black Bird T/A
310/320 .750/.755 on a 106 maybe for
500rwhp on a stock headed 427
Sounds about right doesn't it?
With cams with results like that, people will be saying who needs ported heads...
500rwhp on a stock headed 427
Sounds about right doesn't it?
With cams with results like that, people will be saying who needs ported heads...
02-15-2004, 09:37 AM
#44
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To those asking about changing the lobe separation angle...
I'm assuming that Thunder is really pushing the edge on valve timing events with this cam - especially the piston to valve relationship. LSA is a by-product of the valve events. It may or may not be easy for them to move the timing events around.
Now, if they wanted to post the IVO/IVC EVO/EVC numbers and let us take a look
that would be cool.
I'm also under the assumption that because of these valve events, you MUST degree wheel this cam with an adjustable timing gearset to make sure that it's dead on to specs when you install it. True? With the P-V tolerance being so close, that's one thing that you don't want to screw up.
I'm assuming that Thunder is really pushing the edge on valve timing events with this cam - especially the piston to valve relationship. LSA is a by-product of the valve events. It may or may not be easy for them to move the timing events around.
Now, if they wanted to post the IVO/IVC EVO/EVC numbers and let us take a look
that would be cool.I'm also under the assumption that because of these valve events, you MUST degree wheel this cam with an adjustable timing gearset to make sure that it's dead on to specs when you install it. True? With the P-V tolerance being so close, that's one thing that you don't want to screw up.
02-15-2004, 01:52 PM
#45
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Originally Posted by JZ'sTA
I jumped in, I will be putting this in a stock shortblock 98 motor. I fully intend to hit it with a 175 shot from my noszle kit on some good octane gas. I have ls1edit, and I requested that they send me their ls1edit file so I have a baseline or I told them to cancel my order. This sounds like a serious cam and I would love to post some serious numbers (AND ET'S) with it but I don't want to spend tens of hours to get it to run right. I am looking to run this in my 98 which is just under 3000 lbs and fully setup to ET. The car has a TH-400 also so I am not worried about low rpm lockup bucking issues.
If you have a 98 and they did the edit on a 99 how will they beable to send you a file that works in the 98?
I am just wondering because I have a 98 as well and would like to get that file when I order.
If you have a 98 and they did the edit on a 99 how will they beable to send you a file that works in the 98?
I am just wondering because I have a 98 as well and would like to get that file when I order.
02-15-2004, 04:47 PM
#49
I can shift faster than you.
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Originally Posted by GrapeApe
pistons need to be flycut for this cam -I got a pm from Jason a while ago --
02-15-2004, 04:57 PM
#50
I can shift faster than you.
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MTI 427 C5 Roadster: Comp 921s or the new Crane duals are the recommended spring.
Stu'sWS6: We have nearly the exact same cam going in a forged 346ci with lots of compression (more than 12.0:1), GTP stage 2 truck heads, etc in the next week. It will not make it to the chassis dyno in a M6, car but we will have engine dyno #s.
11 Bravo: No track times as of yet. It has been raining for 2 weeks straight down here and my car is not setup to go racing as of now. The 12-bolt is being ordered monday, along with a few other goodies.
HumpinSS: Once we get the first batch of AFRs in, I can give you a definitive answer on that.
Andrew: You are exactly correct.
Jason
Stu'sWS6: We have nearly the exact same cam going in a forged 346ci with lots of compression (more than 12.0:1), GTP stage 2 truck heads, etc in the next week. It will not make it to the chassis dyno in a M6, car but we will have engine dyno #s.
11 Bravo: No track times as of yet. It has been raining for 2 weeks straight down here and my car is not setup to go racing as of now. The 12-bolt is being ordered monday, along with a few other goodies.
HumpinSS: Once we get the first batch of AFRs in, I can give you a definitive answer on that.
Andrew: You are exactly correct.
Jason
02-15-2004, 10:58 PM
#52
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Unless you've invested in the suspension to plant all that grunt, (NOT to include the "one size fits all" BMR kit or equivalent), then what good have you done yourself?? Big #'s are only relevent if you can hook up.
WG
WG
02-17-2004, 11:09 AM
#53
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Originally Posted by GrannySShifting
Why woudl you want this cam on a 112, or even a 114? if you want a nice idler, get a smaller cam!
It will peak pretty damned high on a 114 LSA.
It will peak pretty damned high on a 114 LSA.
Dan
02-17-2004, 07:28 PM
#54
I coudl see maybe doing it for nitrous, but not too mcuh more than a 112. nitrous does tend to bring power peak down a bit though since it builds cylinder pressure earlier/faster/more. What kindof cranking compression is that stock compression ratio motor at J?
02-18-2004, 09:21 AM
#56
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cam Jason99T/A
Have you guys thought about grinding some more advance into the cam to bring the power down? I really like this cam but shifting at 7k on a stock bottom end worries me
Have you guys thought about grinding some more advance into the cam to bring the power down? I really like this cam but shifting at 7k on a stock bottom end worries me
