Out with the TSP 233/239, Clueless on what goes in.
06-11-2014, 05:26 PM
#24
11 Second Club
Thread Starter
Anyone have some good examples of track or dyno examples of BTR or EPS cams?
I'm thinking 23x/24x and .600 to .625 lift with a lower lsa to help my 4000 stall hook up the tires and bring power in right after that.
Right now, it's 50/50 on whether or not the car hooks, but that's with only 7 passes under my belt in the car. Only 3 passes have been made since the new Mickeys and the first two hooked nice. I think a street tire car before me left a little present on the start line for my last pass. My 60 went from 1.61 to 1.98. Lol
Either that or it broke the diff.
Posi worked fine on the way home though
I'm thinking 23x/24x and .600 to .625 lift with a lower lsa to help my 4000 stall hook up the tires and bring power in right after that.
Right now, it's 50/50 on whether or not the car hooks, but that's with only 7 passes under my belt in the car. Only 3 passes have been made since the new Mickeys and the first two hooked nice. I think a street tire car before me left a little present on the start line for my last pass. My 60 went from 1.61 to 1.98. Lol
Either that or it broke the diff.
Posi worked fine on the way home though
06-14-2014, 09:13 PM
#26
11 Second Club
Thread Starter
After talking to Geoff at EPS, it looks like the SS will probably be getting his 230/238 with .604 lift on a 113+2.
Anybody here run this cam?
Just curious how you like it and what your track and dyno numbers look like.
Anybody here run this cam?
Just curious how you like it and what your track and dyno numbers look like.
06-14-2014, 09:16 PM
#27
thunderstruck507 does in his Chevelle with cleaned up 799s I believe. He was running 11s @ 116 or so before he starting having issues with his trans.
His sig: 71 Chevelle: LS1, EPS 230/238 113+2, 799s, FAST 90/90, LTs, UD pulley, 4l60e Yank SS3600, 3.42 12 bolt
His sig: 71 Chevelle: LS1, EPS 230/238 113+2, 799s, FAST 90/90, LTs, UD pulley, 4l60e Yank SS3600, 3.42 12 bolt
06-14-2014, 11:38 PM
#28
11 Second Club
Thread Starter
I honestly wouldn't be thrilled to run 11's. it went 11.56 at 119.5 while floating the valves with the 233/239 that's in it. My guess was that the float was costing me at least 3 tenths, judging by how my car would fall off of my competitors after 5,800 and then reel them back in after the shift, on the passes I made.
Of course, my car is different than his chevelle. The PRC heads, milled .023, 4000 stall, Fast 92, aerodynamics, and weight might favor me some.
Of course, my car is different than his chevelle. The PRC heads, milled .023, 4000 stall, Fast 92, aerodynamics, and weight might favor me some.
06-15-2014, 09:32 PM
#31
11 Second Club
Thread Starter
Stock rockers, no trunion upgrade yet, pushrods were checked and measured then replaced because they were .025 too long. Problem still exists. Valve springs were changed to Brian Tooley .660 Titaniums with no improvement.
And yes, a chevelle is a boat, and a brick
And yes, a chevelle is a boat, and a brick
06-15-2014, 11:44 PM
#32
So many people running what you are with no issues, i think you are overlooking something.
Running a cam like that on the stock rockers is a problem indeed, esp with the possibility of the trunion hitting the bearing retainers. That could have been your issue all along. Most places like to recommend the rocker upgrade with lifts above .600 and with the higher rpm having the issue, that would likely be the problem.
Running a cam like that on the stock rockers is a problem indeed, esp with the possibility of the trunion hitting the bearing retainers. That could have been your issue all along. Most places like to recommend the rocker upgrade with lifts above .600 and with the higher rpm having the issue, that would likely be the problem.
06-16-2014, 10:07 AM
#34
11 Second Club
Thread Starter
Realize that I don't have the trunion upgrade yet. I spoke with Geoff at EPS and he advised sticking with stock rockers instead of aftermarket, due to the slower ramp rate upon initial lift. He said it aids in stability by being gentler while lifting the valve and setting it back down.
06-16-2014, 12:05 PM
#36
Well everyone has their own take on aftermarket rockers. The comp trunion upgrade is really needed for any cam with lift over .600 due to the interference between the trunion and the D shaped bearing case.
That can cause all sorts of issues including lost lift.
That can cause all sorts of issues including lost lift.
06-16-2014, 07:47 PM
#39
Maybe you should try the trunions first? Otherwise you will never really know thale causen. Simple, requires no gaskets/bolts/coolant/oil change. Would be an easy change to check.
Just an idea but if you do all that at once you wont know which was the cause. It could save you alot of headache also and cost in parts.
Just an idea but if you do all that at once you wont know which was the cause. It could save you alot of headache also and cost in parts.
06-16-2014, 09:30 PM
#40
11 Second Club
Thread Starter
Hmmm, do you really think that would be the cause? I thought the main objective of the trunion upgrade was to keep the needle bearings from 'escaping'. So you're saying it eliminates slop that can reduce effective lift at high rpm, also? Maybe I need to study on this. All I know is whatever it is, it's getting worse quickly, according to the dyno. Weird thing is, she sounds amazing, runs out great and smooth until and unless you floor it. Then you notice the "wall" it seems to hit around 5800. It still pulls to 7000 pretty quick but just feels real soft after 5800. Our Torquer v2 pulls harder and harder until the 6950 shift.