New cams from Tick Performance
07-29-2013, 04:54 PM
#583
Roger that. The track altitude is 1200 ft but DA is usually higher. I think lowest I seen it last year was 500 or so.
Rev limiter is set at 6700 so for now ill stick with what the shift points are for now. Yesterday was a rainout at the track but I expect to now be right at 12 flat. That is perfect for now. The girlfriend is just getting comfortable behind the wheel. Always have the need for speed so ill keep tweaking in between racing. Tks for the input martin.
Rev limiter is set at 6700 so for now ill stick with what the shift points are for now. Yesterday was a rainout at the track but I expect to now be right at 12 flat. That is perfect for now. The girlfriend is just getting comfortable behind the wheel. Always have the need for speed so ill keep tweaking in between racing. Tks for the input martin.
That thing is going to be torque city!!!
07-29-2013, 07:50 PM
#584
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Martin, I wanted to say thanks again for all your help and putting up with all the phone calls from the "newb". I plan on ordering the 225cc heads in the next 2 or three weeks!
Officially, I can say the build has kinda sorta begun starting with going overboard with the TB
Cheers!
Q
Officially, I can say the build has kinda sorta begun starting with going overboard with the TB
Cheers!
Q
I have to have something to do until I get the heads on order or I would be going 
07-30-2013, 08:51 AM
#587
Keep at it and you'll have a diamond when you're done lol!
Had some pretty impressive results last night from what I consider a rather basic set-up with a V.2 Polluter cam.
Customer dropped his car off about 2-3 month ago with a knock in the bottom end. He had some internal engine damage and wanted us to R&R his stock bottom end for a forged Thomson Motorsports short block he picked up. Of course we would of loved to of built the engine, but he had already purchased this one so we decided to put our stamp on it in a few other ways.
Set-up is as follows:
-Forged 347 aluminum LS1
-Unknown forged pistons 3.903" diameter
-Unknown forged rods 6.125" length
-Stock stroke 3.622" crank
-TEA CNC ported 5.3 heads with 2.02" intake valves/1.57" exhaust valves 58.5cc chambers for 11.39:1 SCR and 8.4:1 DCR
-Tick Performance V.2 Polluter Camshaft 239/244 .624"/.595" 112+3
-PAC 1521 spring kit with Ti retainers(kind of old and tested 148 on the seat, but I think we're getting some valve float up top)
-LS7 lifters@.050" pre-load
-5/16" .080" wall push rods
-Fast 92mm intake manifold(un ported) with 90mm TB.
-Unknown 1x7/8" headers
-3" ORY with Borla XR1 muffler in I-pipe
-Car is equipped with a 3" cut-out, but the motor is non operational there for it was not used during the dyno pulls. Possibly another 10rwhp on the table for track use if it's needed.
-Yank 4400 stall converter which was flashing to 5100rpm un locked, it is a pretty loose converter, but it's going to run its butt off at the track like that!
-Stock 10 bolt with stock 3.23 rear gears
-Car was dyno'd on 275/50/15 Mickey Thompson Drag Radials with 23psi of air pressure. No pumped up tires or swapping tires for dyno tricks to get a higher number. The car was dyno'd just like it will run going down the track for the most real world tune possible.
-93 octane was used for the dyno pulls and 26* timing with a 12.6-12.8 AFR made maximum power.
With a set of "street tires" as in a set of 17's with a low profile tire this set-up would possibly make another 10-20rwhp over the drag wheels and tires it has on it now. That said, we want the dyno and tuning session to be as accurate as possible as to how the car will run at the track.
This car has already been 11.1@124 with a lot less power so it will be very interesting to see where all this new found power and torque will put him! I think we will see easy 10.70's out of this car and possibly even a mid 10 second pass if everything comes together right. This car still has stock shocks and springs on it so for it to run what it already has with a 1.48 60' is pretty good IMO! Hahaha!
Locked dyno graph:
Look at that torque curve! Flat as an arrow...
Un-locked dyno graph so everyone can see the losses associated with an unlocked pull versus a locked pull:
I'll post idle clips later.
Last edited by Sales@Tick; 07-30-2013 at 09:08 AM.
07-31-2013, 01:30 PM
#589
Well, this was a shocker for sure! After having a good customer of mine sell his motor, I thought I'd never get to see how the combination performed. I was in for a surprise today when he told me what it made for the person that bought the short block from him(cam was still in the short block).
I specified "Lawhead" on here a very nice race motor that consisted of a forged 365 cubic inch 6.0 iron block with hand ported 243 heads, 58cc chambers, Edelbrock Super Victor intake and a nice carb to go with it. The cam was designed around a single plane and the heads that Lawhead had on it.
The guy who purchased the motor ended up putting AFR 205cc cylinder heads on it with 58cc chambers and a Fast 90/90 with my camshaft I specified.
Here is a short run down of the set-up
-6.0 Iron block 365 cubic inches
-Forged pistons 4.005" bore
-Forged rods 6.125" length
-Stock crank
-AFR 205cc cylinder heads w/ 58cc chambers for 12.1:1 SCR and 8.98:1 DCR
-Fast 90mm intake manifold w/ 90mm throttle body
-Custom Tick Performance 242/250 .615"/.615" 108+2 camshaft
-Kooks 1x7/8" headers
-3" ORY
-3" Magnaflow cat-back exhaust
-T56 transmission
This is the full picture and I didn't realize it was only pulled to 5900rpm until seeing it. I think it would of peaked around 6100-6200rpm and made 10-15rwhp more than it did had they turned it higher. I would of liked to seen what the curve looked like after 7000rpm. I know it will pull to 7000rpm even with the small cross section that the 205cc runner has. That's 5cc larger than stock.
Edited after new picture added:
As you can see, the dyno operator didn't pull the engine past 6000rpm. This cam was designed for a single plane super victor on the same short block with different heads and 7400-7600rpm shifts. What works well in this set-up, is the AFR head is so small with it's 205cc intake runner and larger 78cc exhaust ports, that the later IVC and longer power stroke of this cam work very well together. The amount of compression it has also allows the much later IVC event which would normally bleed off too much compression at low engine speeds when the piston is cycling at slower speeds. When the piston is moving slow the valve is open for the same amount of time(crank degrees) that it would be if it were at 10,000rpm. The valve-train does cycle at different RPM's relative to piston speed, but the amount of crank degrees versus cam degrees never changes unless you have VVT.
So when your stock compression cam only 240+ duration cammed engine loses 40rwtq+@2000rpm versus the stock cam don't be surprised. When the piston starts moving faster though, and the cylinder needs more time to be filled to it's maximum volume, the valve needs to be held open longer to achieve maximum VE. At high rpm's this pays off.
With 12:1 compression, this thing loves intake duration like a fat kid loves cake. It's a beast. I've never seen a stock stroke cathedral port engine make this much torque. I would really like someone to find one that has made more.
The long runner of the fast intake also makes this set-up work. With less compression I run smaller amounts of intake duration. With more compression though, you can pile the intake duration on and not hurt bottom end torque. The cam works well with the intake duration it has for this set-up. I'd be really interested to see what it can run at the track.
I specified "Lawhead" on here a very nice race motor that consisted of a forged 365 cubic inch 6.0 iron block with hand ported 243 heads, 58cc chambers, Edelbrock Super Victor intake and a nice carb to go with it. The cam was designed around a single plane and the heads that Lawhead had on it.
The guy who purchased the motor ended up putting AFR 205cc cylinder heads on it with 58cc chambers and a Fast 90/90 with my camshaft I specified.
Here is a short run down of the set-up
-6.0 Iron block 365 cubic inches
-Forged pistons 4.005" bore
-Forged rods 6.125" length
-Stock crank
-AFR 205cc cylinder heads w/ 58cc chambers for 12.1:1 SCR and 8.98:1 DCR
-Fast 90mm intake manifold w/ 90mm throttle body
-Custom Tick Performance 242/250 .615"/.615" 108+2 camshaft
-Kooks 1x7/8" headers
-3" ORY
-3" Magnaflow cat-back exhaust
-T56 transmission
This is the full picture and I didn't realize it was only pulled to 5900rpm until seeing it. I think it would of peaked around 6100-6200rpm and made 10-15rwhp more than it did had they turned it higher. I would of liked to seen what the curve looked like after 7000rpm. I know it will pull to 7000rpm even with the small cross section that the 205cc runner has. That's 5cc larger than stock.
Edited after new picture added:
As you can see, the dyno operator didn't pull the engine past 6000rpm. This cam was designed for a single plane super victor on the same short block with different heads and 7400-7600rpm shifts. What works well in this set-up, is the AFR head is so small with it's 205cc intake runner and larger 78cc exhaust ports, that the later IVC and longer power stroke of this cam work very well together. The amount of compression it has also allows the much later IVC event which would normally bleed off too much compression at low engine speeds when the piston is cycling at slower speeds. When the piston is moving slow the valve is open for the same amount of time(crank degrees) that it would be if it were at 10,000rpm. The valve-train does cycle at different RPM's relative to piston speed, but the amount of crank degrees versus cam degrees never changes unless you have VVT.
So when your stock compression cam only 240+ duration cammed engine loses 40rwtq+@2000rpm versus the stock cam don't be surprised. When the piston starts moving faster though, and the cylinder needs more time to be filled to it's maximum volume, the valve needs to be held open longer to achieve maximum VE. At high rpm's this pays off.
With 12:1 compression, this thing loves intake duration like a fat kid loves cake. It's a beast. I've never seen a stock stroke cathedral port engine make this much torque. I would really like someone to find one that has made more.
The long runner of the fast intake also makes this set-up work. With less compression I run smaller amounts of intake duration. With more compression though, you can pile the intake duration on and not hurt bottom end torque. The cam works well with the intake duration it has for this set-up. I'd be really interested to see what it can run at the track.
Last edited by Sales@Tick; 07-31-2013 at 10:16 PM.
08-04-2013, 09:27 AM
#594
Update on my stuff. (Street Heat stage 2)
Made it to the track last night and after the dyno tune from last week went 12.00 at 111. Also picked up .02 to a 1.66 60'. Right where I set out to be. This was at 2800 DA.
After a long rain delay the track switched to 1/8th mile. Next run 1.64 60' and 7.57 1/8 (vs 7.60 before). Last run I pedaled and ran a 7.58.
Made it to the track last night and after the dyno tune from last week went 12.00 at 111. Also picked up .02 to a 1.66 60'. Right where I set out to be. This was at 2800 DA.
After a long rain delay the track switched to 1/8th mile. Next run 1.64 60' and 7.57 1/8 (vs 7.60 before). Last run I pedaled and ran a 7.58.
08-04-2013, 08:04 PM
#595
Update on my stuff. (Street Heat stage 2)
Made it to the track last night and after the dyno tune from last week went 12.00 at 111. Also picked up .02 to a 1.66 60'. Right where I set out to be. This was at 2800 DA.
After a long rain delay the track switched to 1/8th mile. Next run 1.64 60' and 7.57 1/8 (vs 7.60 before). Last run I pedaled and ran a 7.58.
Made it to the track last night and after the dyno tune from last week went 12.00 at 111. Also picked up .02 to a 1.66 60'. Right where I set out to be. This was at 2800 DA.
After a long rain delay the track switched to 1/8th mile. Next run 1.64 60' and 7.57 1/8 (vs 7.60 before). Last run I pedaled and ran a 7.58.
It could just be how hot it is outside as your car will certainly pick up once it cools off.
08-08-2013, 10:04 AM
#598
If anyone has sent me an email recently and is wondering why I haven't responded it is because I just haven't gotten to it yet. I am trying as fast as I can to get back to everyone in a timely manner.
I apologize for any inconvenience in advance.
I apologize for any inconvenience in advance.
08-08-2013, 03:13 PM
#599
I'm not ready to buy but I read the whole thread and learned a lot, thanks Martin.
What closed and open spring pressures, type and spec springs do you recommend for the torqueMAX Stage 2 ? Regular and mild lobe.
If you were designing a cam with the characteristics of the torqueMAX series but was able to use stock LS6 springs how would it measure ?
What closed and open spring pressures, type and spec springs do you recommend for the torqueMAX Stage 2 ? Regular and mild lobe.
If you were designing a cam with the characteristics of the torqueMAX series but was able to use stock LS6 springs how would it measure ?
