4150 Super Victor 370 update
09-15-2013, 07:33 PM
#23
The cam will most likely want a 7400-7600rpm shift point. Very happy to hear that we we're able to not lose any power over the longer runner intake.
I try to push these intake set-ups to guys that really want the most power possible from a N/A or nitrous motor. With my single plane camshafts, I am able to make just as much torque or more when the events are hitting on all cylinders.
Even on turbo motors I've made more under the curve power with the right cam than with a longer runner intake manifold. It's all in the cam events.
09-15-2013, 08:00 PM
#25
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OP: Very good thread info here. I have 2 engines with a supervic/4150 setup but have yet to run them and experiment with the results. Will be my first time messing with single plane as well. It Does make me feel a bit better that the throttle response seems to be much better over the traditional plastic intakes. Thank you and Keep the results coming!!
09-15-2013, 08:46 PM
#26
Also have customers turning 7500rpm+ with 1.7 ratio LS1 rockers, BTR Platinum springs, LS7 lifters and .105" wall 5/16" pushrods.
If your cam/valve train guy is good along with having the right parts, solid roller really isn't needed until 8000rpm+.
OP: Very good thread info here. I have 2 engines with a supervic/4150 setup but have yet to run them and experiment with the results. Will be my first time messing with single plane as well. It Does make me feel a bit better that the throttle response seems to be much better over the traditional plastic intakes. Thank you and Keep the results coming!!
09-16-2013, 08:36 PM
#30
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I have customers right now turning 7800rpm with 3/8" push rods, stock LS7 1.8 ratio rockers, PAC 1207X springs and LS7 lifters.
Also have customers turning 7500rpm+ with 1.7 ratio LS1 rockers, BTR Platinum springs, LS7 lifters and .105" wall 5/16" pushrods.
If your cam/valve train guy is good along with having the right parts, solid roller really isn't needed until 8000rpm+.
Camshaft is key in keeping throttle response and torque with a single plane. No off the shelf LS grind is going to do what the OP is describing.
Also have customers turning 7500rpm+ with 1.7 ratio LS1 rockers, BTR Platinum springs, LS7 lifters and .105" wall 5/16" pushrods.
If your cam/valve train guy is good along with having the right parts, solid roller really isn't needed until 8000rpm+.
Camshaft is key in keeping throttle response and torque with a single plane. No off the shelf LS grind is going to do what the OP is describing.
When you set up cams for those with n2o are they generally using a plate or plumbing the runners? I guess it probably depends on the system and size more less, just curious though, want to try it with my junk motor lol 
09-16-2013, 10:52 PM
#32
All my cams are custom grind, no cookie cutting here When you set up cams for those with n2o are they generally using a plate or plumbing the runners? I guess it probably depends on the system and size more less, just curious though, want to try it with my junk motor lol
When you set up cams for those with n2o are they generally using a plate or plumbing the runners? I guess it probably depends on the system and size more less, just curious though, want to try it with my junk motor lolMany do it both ways with no real preference it seems. I have just as many spraying 300+ on carb style plates as I do spraying 300+ via a fogger system plumbed into the intake manifold runners.
Or are you asking more about specific cam timing events for a nitrous cam with a single plane?
IMO it still needs more overlap, but it will still perform well. I like to see at least 22-24 degrees of overlap@.050" for a single plane 346-370 cube set-up.
The OP's camshaft has 25 degrees. A lot of people will tell you that overlap will kill bottom end torque. I prefer to disagree with them and show them combinations such as this one.
09-17-2013, 06:25 AM
#33
Degree the camshaft in on a 106 ICL. It will perform well that way and shouldn't lose any torque over a Fast intake with the cam installed straight up or with the advance it currently has.
IMO it still needs more overlap, but it will still perform well. I like to see at least 22-24 degrees of overlap@.050" for a single plane 346-370 cube set-up.
The OP's camshaft has 25 degrees. A lot of people will tell you that overlap will kill bottom end torque. I prefer to disagree with them and show them combinations such as this one.
IMO it still needs more overlap, but it will still perform well. I like to see at least 22-24 degrees of overlap@.050" for a single plane 346-370 cube set-up.
The OP's camshaft has 25 degrees. A lot of people will tell you that overlap will kill bottom end torque. I prefer to disagree with them and show them combinations such as this one.
09-17-2013, 09:35 AM
#34
It should not lose any power down low if you degree it on a 106 ICL when the single plane goes on.
You would make more torque under the curve with the stock intake and IMO should be degreed to a 109 ICL with the LS6 intake.
09-17-2013, 02:55 PM
#36
I am currently running the Morel 5206 lifters and 5/16 .080 one piece chrome moly pushrods with Pac .675 duals with titanium retainers set .060 from coil bind.(Around 480 lbs open pressure) Last pull I had a valve train noise and shut it down. Come to find out the plungers in one one of my 5206's got stuck in the lifter bore. Brian Tooley being the outstanding guy he is, has a replacement in the mail already and communicated with Morel to warranty it. Ready to get her back together and drive her as I havent felt the car tuned up making more power. Want to thank everyone for thier support in this build and big head nod to Geoff at EPS for being a bad *** tuner and a stand up guy!
09-17-2013, 03:08 PM
#38
Yella Terra ultra lights. The ls7 lifter has been proven to live under these conditions but I didnt want to chance it. I was disapointed that one of my Morels had an issue but thats the name of the hot rod game sometimes. I did go to the dyno on Friday the 13th!!!!!! Never been superstitious till now
