My build 396 cid on E85 w/ 14:1
06-18-2014, 11:35 AM
#303
Launching!
Thread Starter
iTrader: (11)
Join Date: Dec 2010
Posts: 286
Likes: 0
Received 0 Likes
on
0 Posts
I actually think I am going to take my engine to the engine builder by my house instead of Tick Performance as they build Hemi race motors so I think they can handle it. Not sure if anyone from the Northern Virginia area has used or heard of C&C Motorsports in Manassas.
Last edited by 98TransAmWs-6; 06-18-2014 at 10:38 PM.
06-18-2014, 10:41 PM
#305
Launching!
Thread Starter
iTrader: (11)
Join Date: Dec 2010
Posts: 286
Likes: 0
Received 0 Likes
on
0 Posts
I just realized the way I previously worded my post could insinuate that there is an issue with Tick Performance. I want to make it clear there is no issue with Tick Performance just that this other shop is closer but I may switch my mind again I need to price a few more things out, there was just some confusion about the price and what it included which has now been explained and fixed, the misunderstanding was on my part.
Last edited by 98TransAmWs-6; 06-19-2014 at 12:46 AM.
06-24-2014, 09:57 AM
#309
Launching!
Thread Starter
iTrader: (11)
Join Date: Dec 2010
Posts: 286
Likes: 0
Received 0 Likes
on
0 Posts
I will be changing my cam after talking to Martin at Tick Performance it seems mine is too small for taking full advantage of my build. If anyone want what I have now let me know lol.
06-29-2014, 09:30 AM
#313
Launching!
Thread Starter
iTrader: (11)
Join Date: Dec 2010
Posts: 286
Likes: 0
Received 0 Likes
on
0 Posts
So going back to my PVC setup this is my idea:
I will be running two catch cans and a ls6 with the ventilated PVC in it. I will be running an oil cap with a AN fitting on it and I will run that to the first catch can and then put a AN fitting on my TB and run the line from the first catch can to that as well. Next I will either remove the tube from the valley tray cover or run a quick disconnect adapter AN fitting on it and run it to the second catch can and then run another line to my FAST. I want all lines 4G be the same so they need to be either -10 or -6. I can only do -10 if I can figure out how to get the tube for the valley tray off, as I want a clean install instead of tapping a hole somewhere else and capping the tube off. I can run stainless steel lines then.
Thoughts?
I will be running two catch cans and a ls6 with the ventilated PVC in it. I will be running an oil cap with a AN fitting on it and I will run that to the first catch can and then put a AN fitting on my TB and run the line from the first catch can to that as well. Next I will either remove the tube from the valley tray cover or run a quick disconnect adapter AN fitting on it and run it to the second catch can and then run another line to my FAST. I want all lines 4G be the same so they need to be either -10 or -6. I can only do -10 if I can figure out how to get the tube for the valley tray off, as I want a clean install instead of tapping a hole somewhere else and capping the tube off. I can run stainless steel lines then.
Thoughts?
Last edited by 98TransAmWs-6; 06-29-2014 at 10:10 AM.
06-30-2014, 09:29 AM
#314
It is larger to take full advantage of the amount of compression he is running. High compression engines drop cylinder pressure much quicker than a low compression engine. What they do is apply more work(leverage) to the piston much earlier in the power stroke from the added compression.
In a low compression engine we hold the exhaust valve closed longer and open it later to apply as much torque to the crank as possible for as long as possible. As the low compression engine will not apply as much work to the crank, to make up for the loss in torque this must be done.
In a high compression engine applying this same line of thought is not beneficial as the returns of high compression are diminishing. Since all that added pressure drops sooner, holding the exhaust valve closed longer will be of no benefit. Especially to top end power. Since the added pressure does more work early in the power stroke we can make just as much if not more torque than a lower compression engine and open the valve sooner. This greatly aids in mid-range and top end power.
He also now has a longer stroke crank than before with the 396 when the camshaft was specified. This changes crank position in relation to cam timing necessitating altering the valve events to match.
http://www.popularhotrodding.com/eng.../photo_04.html
That is a good diagram showing how higher compression engines drop cylinder pressure much faster than a low compression engine. It is an extreme example, but a good one.
The green shaded area shows the difference in actual cylinder pressure. Don't become confused in thinking that a 2:1 cylinder will make just a much pressure as a 15:1 cylinder as that is not the case. That graph is just showing the difference in decay rate if a 2:1 cylinder and a 15:1 cylinder began at the same pressure.
The real pressure of a 2:1 cylinder is the light blue line below the green shaded region. This really gives a good idea of just how much earlier you can open the exhaust valve with a high compression engine and still do 10x the amount of work a lower compression engine will do.
In a low compression engine we hold the exhaust valve closed longer and open it later to apply as much torque to the crank as possible for as long as possible. As the low compression engine will not apply as much work to the crank, to make up for the loss in torque this must be done.
In a high compression engine applying this same line of thought is not beneficial as the returns of high compression are diminishing. Since all that added pressure drops sooner, holding the exhaust valve closed longer will be of no benefit. Especially to top end power. Since the added pressure does more work early in the power stroke we can make just as much if not more torque than a lower compression engine and open the valve sooner. This greatly aids in mid-range and top end power.
He also now has a longer stroke crank than before with the 396 when the camshaft was specified. This changes crank position in relation to cam timing necessitating altering the valve events to match.
http://www.popularhotrodding.com/eng.../photo_04.html
That is a good diagram showing how higher compression engines drop cylinder pressure much faster than a low compression engine. It is an extreme example, but a good one.
The green shaded area shows the difference in actual cylinder pressure. Don't become confused in thinking that a 2:1 cylinder will make just a much pressure as a 15:1 cylinder as that is not the case. That graph is just showing the difference in decay rate if a 2:1 cylinder and a 15:1 cylinder began at the same pressure.
The real pressure of a 2:1 cylinder is the light blue line below the green shaded region. This really gives a good idea of just how much earlier you can open the exhaust valve with a high compression engine and still do 10x the amount of work a lower compression engine will do.
Last edited by Sales@Tick; 06-30-2014 at 09:35 AM.
06-30-2014, 10:08 AM
#315
It is larger to take full advantage of the amount of compression he is running. High compression engines drop cylinder pressure much quicker than a low compression engine. What they do is apply more work(leverage) to the piston much earlier in the power stroke from the added compression.
In a low compression engine we hold the exhaust valve closed longer and open it later to apply as much torque to the crank as possible for as long as possible. As the low compression engine will not apply as much work to the crank, to make up for the loss in torque this must be done.
In a high compression engine applying this same line of thought is not beneficial as the returns of high compression are diminishing. Since all that added pressure drops sooner, holding the exhaust valve closed longer will be of no benefit. Especially to top end power. Since the added pressure does more work early in the power stroke we can make just as much if not more torque than a lower compression engine and open the valve sooner. This greatly aids in mid-range and top end power.
He also now has a longer stroke crank than before with the 396 when the camshaft was specified. This changes crank position in relation to cam timing necessitating altering the valve events to match.
http://www.popularhotrodding.com/eng.../photo_04.html
That is a good diagram showing how higher compression engines drop cylinder pressure much faster than a low compression engine. It is an extreme example, but a good one.
The green shaded area shows the difference in actual cylinder pressure. Don't become confused in thinking that a 2:1 cylinder will make just a much pressure as a 15:1 cylinder as that is not the case. That graph is just showing the difference in decay rate if a 2:1 cylinder and a 15:1 cylinder began at the same pressure.
The real pressure of a 2:1 cylinder is the light blue line below the green shaded region. This really gives a good idea of just how much earlier you can open the exhaust valve with a high compression engine and still do 10x the amount of work a lower compression engine will do.
In a low compression engine we hold the exhaust valve closed longer and open it later to apply as much torque to the crank as possible for as long as possible. As the low compression engine will not apply as much work to the crank, to make up for the loss in torque this must be done.
In a high compression engine applying this same line of thought is not beneficial as the returns of high compression are diminishing. Since all that added pressure drops sooner, holding the exhaust valve closed longer will be of no benefit. Especially to top end power. Since the added pressure does more work early in the power stroke we can make just as much if not more torque than a lower compression engine and open the valve sooner. This greatly aids in mid-range and top end power.
He also now has a longer stroke crank than before with the 396 when the camshaft was specified. This changes crank position in relation to cam timing necessitating altering the valve events to match.
http://www.popularhotrodding.com/eng.../photo_04.html
That is a good diagram showing how higher compression engines drop cylinder pressure much faster than a low compression engine. It is an extreme example, but a good one.
The green shaded area shows the difference in actual cylinder pressure. Don't become confused in thinking that a 2:1 cylinder will make just a much pressure as a 15:1 cylinder as that is not the case. That graph is just showing the difference in decay rate if a 2:1 cylinder and a 15:1 cylinder began at the same pressure.
The real pressure of a 2:1 cylinder is the light blue line below the green shaded region. This really gives a good idea of just how much earlier you can open the exhaust valve with a high compression engine and still do 10x the amount of work a lower compression engine will do.
06-30-2014, 12:50 PM
#318
I would like to say that there is nothing at all wrong with the camshaft Geoff@EPS specified for you.
In fact I think it's spot on for a 396 with your amount of compression. You have added cubic inches though and IMO for best performance the cam should be changed.
In fact I think it's spot on for a 396 with your amount of compression. You have added cubic inches though and IMO for best performance the cam should be changed.
07-01-2014, 08:09 AM
#319
Launching!
Thread Starter
iTrader: (11)
Join Date: Dec 2010
Posts: 286
Likes: 0
Received 0 Likes
on
0 Posts
Yeah unfortunately (meaning too bad I didn't come across it earlier) I came across a really good deal for the already bored out 6.0 block after buying a lot of the stuff for the 396. I am after pushing the most out of this so I am going to change cams.
Last edited by 98TransAmWs-6; 07-01-2014 at 12:52 PM.