Opinions on thunder racing's T-rex cam...
05-08-2004, 02:16 AM
#101
TECH Senior Member
Originally Posted by White Fire
The way I see it, this cam has made boatloads of power but hasn't did jack **** in terms of quarter mile performance.
I'm sure it has it's applications, but for street/strip there are better choices.
05-08-2004, 08:07 AM
#102
TECH Senior Member
"my car is making peak torque in the 4600-4800 range. ill be shifting it at 7000-7200 range. so i think it will stay in the power band quite nicely for the most part."
When I'm determining shiftpoints, peak TQ RPM never comes into the equation. Has nothing to do with it. I'm looking to keep in my maximum HP range, not TQ range.
For example, my peak TQ is at 4750. My shift extension is ~5350. See, no connection. Now, what would happen if I shifted at an RPM and/or used a converter that would bring my shift extension down to 4750? I'd go slower, that's what. In fact, I could go a little quicker with a 5800 shift extension, for example. Again, peak TQ RPM has nothing to do with choosing your shift points. Look at your HP curve for that.
When I'm determining shiftpoints, peak TQ RPM never comes into the equation. Has nothing to do with it. I'm looking to keep in my maximum HP range, not TQ range.
For example, my peak TQ is at 4750. My shift extension is ~5350. See, no connection. Now, what would happen if I shifted at an RPM and/or used a converter that would bring my shift extension down to 4750? I'd go slower, that's what. In fact, I could go a little quicker with a 5800 shift extension, for example. Again, peak TQ RPM has nothing to do with choosing your shift points. Look at your HP curve for that.
05-08-2004, 10:07 AM
#103
lol, ch colonel, you are dispelling myths of years and years of racing! lol. ever wonder why the auto guys are all running the fastest with 4400 convertors on STOCK INTERNAL motors? those motors peak at 5500 rpm on the hp side and much much lower on the tq side.
05-08-2004, 11:13 AM
#105
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With a 12 bolt and 4.10 gears my rpm's dropp 400-500 shifting slow on the street just driving around town.
"They have to drop more than that."
"They have to drop more than that."
Shifting higher is going to make that RPM difference much bigger up top.
05-08-2004, 11:38 AM
#106
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Just wondering how you guys think this cam would work in my 69 Firebird that I'm putting a LS1/6spd in. It has 4.10 gears and posi. I plan on putting heads on if I pick this cam. It's gonna mainly be a weekend car that I drive to work every once in a while. I heard this cam about 2 weeks ago and it sounded bad *** through some dumped duals.
05-08-2004, 12:15 PM
#108
Originally Posted by Colonel
"my car is making peak torque in the 4600-4800 range. ill be shifting it at 7000-7200 range. so i think it will stay in the power band quite nicely for the most part."
For example, my peak TQ is at 4750. My shift extension is ~5350. See, no connection. Now, what would happen if I shifted at an RPM and/or used a converter that would bring my shift extension down to 4750? I'd go slower, that's what. In fact, I could go a little quicker with a 5800 shift extension, for example. Again, peak TQ RPM has nothing to do with choosing your shift points. Look at your HP curve for that.
For example, my peak TQ is at 4750. My shift extension is ~5350. See, no connection. Now, what would happen if I shifted at an RPM and/or used a converter that would bring my shift extension down to 4750? I'd go slower, that's what. In fact, I could go a little quicker with a 5800 shift extension, for example. Again, peak TQ RPM has nothing to do with choosing your shift points. Look at your HP curve for that.
05-08-2004, 07:10 PM
#109
wow...all you guys have me believing that my car is a turd..there is no way its running what its running. Big huge cam on heads that may flow alittle better than stock ls1s. Wow..what was I thinking. My car at 5000 only makes 385 hp and hits peak hp of 439 at 6600..I shift at 6850ish. Those shift extensions are killing me with my peaky cam. Thaks for proving that my car will never run good.
05-09-2004, 01:22 AM
#110
TECH Senior Member
Yeah, kinda sucks having such a huge drop between gears, huh? 
A 1-2 shift at 6850 brings you back to about 4582, not counting slippage. So you go from making about 430ish at the shift back down to only about 365 after the shift. An ~18% drop...OUCH! That's costing you.
My after shift HP drop percentage on both shifts is 0%. I shift at about 400 RWHP (~6750) and I land at about 400 RWHP (5350.) Gotta love a 4000 stall properly matched to a wide and flat powerband.
A 1-2 shift at 6850 brings you back to about 4582, not counting slippage. So you go from making about 430ish at the shift back down to only about 365 after the shift. An ~18% drop...OUCH! That's costing you. My after shift HP drop percentage on both shifts is 0%. I shift at about 400 RWHP (~6750) and I land at about 400 RWHP (5350.) Gotta love a 4000 stall properly matched to a wide and flat powerband.
05-09-2004, 12:43 PM
#112
TECH Senior Member
Tehehee, I thought you'd like that. 
I think you see the point I'm trying to make though. I'm hoping to get people to understand that making good MPH at the track is not about peak HP. People commonly use the phrase "power under the curve" and they don't even KNOW what that means! "The curve" could be two totally different RPM ranges with the same engine if used in two different cars, depending on the tranny gearing and converter. To me, the "the curve" is the RPM range that I use most with a particular combo from one end of the track to the other. So what matters is how much power you're putting to the contact patch of the tire THROUGHOUT the course of 1320 ft. In other words, it's the average of the power through the RPM range that you are using the most (everything that happens after the launch) that is going to make or break your trap speed. You can take a 500 RWHP engine in a particular mismatched combo and run 120 MPH trap speeds or you can run 120 MPH with 380 RWHP if it's setup properly.
I think you see the point I'm trying to make though. I'm hoping to get people to understand that making good MPH at the track is not about peak HP. People commonly use the phrase "power under the curve" and they don't even KNOW what that means! "The curve" could be two totally different RPM ranges with the same engine if used in two different cars, depending on the tranny gearing and converter. To me, the "the curve" is the RPM range that I use most with a particular combo from one end of the track to the other. So what matters is how much power you're putting to the contact patch of the tire THROUGHOUT the course of 1320 ft. In other words, it's the average of the power through the RPM range that you are using the most (everything that happens after the launch) that is going to make or break your trap speed. You can take a 500 RWHP engine in a particular mismatched combo and run 120 MPH trap speeds or you can run 120 MPH with 380 RWHP if it's setup properly.
05-09-2004, 01:53 PM
#113
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I'm going with a mid 9:1 compression 346 with ARE Stage III heads (2.08/1.6) and the T-Rex cam. Right now I already have Crower rods and I'm going to be ordering some custom pistons soon.
What I did forget to mention is this is going in a purpose build drag car, TH-400/9 inch. I'm going to be hitting it with a 300 shot from my noszle kit on race gas. I'm hoping to break some 346ci records.
My stock 2002 has already gone low 11's on a dry shot, 12.2/12.3 on motor on nittos!
What I did forget to mention is this is going in a purpose build drag car, TH-400/9 inch. I'm going to be hitting it with a 300 shot from my noszle kit on race gas. I'm hoping to break some 346ci records.
My stock 2002 has already gone low 11's on a dry shot, 12.2/12.3 on motor on nittos!
05-09-2004, 09:20 PM
#115
Originally Posted by Coach 02 A3 Z/28
Track times with the T-Rex.
10.98 @ 121 in a Hot Rod with a race weight of 3200. For more info, check my post in the drag racing section.
Coach
10.98 @ 121 in a Hot Rod with a race weight of 3200. For more info, check my post in the drag racing section.
Coach
didnt get to go sat. ran into some issues.
07-25-2006, 03:51 PM
#116
BAM: Back from the dead~!
I was just trolling around about the ole' infamous Trex cam.
Isn't it interesting how things change when people "put up or shut up"?! I think it's hilarious how this thread ended.....
I think it's funny all the "haters" that thought the Trex was too big, or you can't go fast in a M6 were silenced when Smokin threw this cam in his car....
It's almost eerie reading this thread!
I hope everyone enjoys!
EDIT: It's even funnier seeing "World's fastest Cam-only car" in Smokin's sig.....
Just goes to show you always have an open mind with these cars, hahahahhaha
I was just trolling around about the ole' infamous Trex cam.
Isn't it interesting how things change when people "put up or shut up"?! I think it's hilarious how this thread ended.....
I think it's funny all the "haters" that thought the Trex was too big, or you can't go fast in a M6 were silenced when Smokin threw this cam in his car....
It's almost eerie reading this thread!
I hope everyone enjoys!
EDIT: It's even funnier seeing "World's fastest Cam-only car" in Smokin's sig.....
Just goes to show you always have an open mind with these cars, hahahahhaha
07-26-2006, 08:38 AM
#120
Originally Posted by magius231
the whole time I was reading this I was dying because of smokin's sig 
I agree, It was hilarious reading all the bench racing physics people were trying to use as to why the Trex WOULDNT work, and reasons why it was a horrible cam for anything less than a all out race car. Then....Coach made his pass.....then smokin made his pass.....and no one EVER responded, hahahaha
