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Love it. Throw something big in their like a 260/270 650 cam. Every time someone asks about the larger cams the haters show up.
It's not haters, just the 95% that would never use that big a cam and have absolutely no interest in them. You might call it a huge waste of time for them. Snore time....
Unless I missed something, not a single test with the 243 heads?
Ive got the Titan 4 going in a forged LS1 with the TBSS intake with ported 243 with a fancy valve job, 11:1 Cr and would loved to have seen that data.
Originally Posted by jetech
I concur with RonSSNova... where are the 243 head tests on Krusty ???
The 243s became available at the end of testing. So, they were not tested with very many cams. Mainly they were put on out of curiosity to see how they would compare against the 706s and 823s. Also, when we swapped over to the 243 heads, one of the ARP head stud broke during torqueing to spec.. That cost us some dyno time which was scheduled to end that day.
Here is a mostly, "kinda fair" dyno test between 706, 243 and 823 cylinder heads on a junkyard 6 liter with a cam. What makes it fair: All the exact same short-block on the exact same dyno. Same Carburetor. Same Headers Very similar intake manifolds (Super Victor cathedral vs Holley 300-291 rectangle port) What makes it a little unfair: The 243 heads had a fresh multi-angle performance valve-job whereas the 706 and 823 heads had a factory valve job. The 823 head test had a 232/244 cam whereas the others had a 236/244 cam.
Last edited by CAMMOTION PERF; 07-05-2021 at 12:41 PM.
The best thing about dyno testing is when you get new insight from the results. We knew about what to expect from most all of these cams. However, during testing we did indeed get some insight. One important thing that we learned is that the truck engines equipped with rectangle port heads (LY6, L92 etc) needed different cams to achieve better low speed torque. So, based on what we learned, we made a couple new ones and tested them with great success.
The more tech oriented will surely agree that learning that the big rectangle ports would lose low speed torque compared to the smaller, higher velocity, cathedral port is no revelation. However, the question then becomes how much, and at what RPM. The test revealed that. Armed with that information, the new cams that we created performed exactly as we hoped. They are now our new Titan 1 Truck and Titan 2 Truck cams. Here are their test results in the 9.6:1 LY6 with 823 heads and Truck intake. Expect the additional displacement and static compression of the L92 to produce even more power.
As we previously mentioned, this particular dyno was unable to test as low of an RPM as we wanted. We wanted to see it at a lower RPM too.
Titan 1 Truck Camshaft
#03-01-019
Duration at .050: 208/214
110 Lobe Center Angle with a 106 Intake Centerline
Lift with 1.7 Rocker Arm Ratio: .553"/.553"
Titan 2 Truck Camshaft
#03-01-0199 Duration at .050: 212/220 112 Lobe Center Angle with a 108 Intake Centerline Lift with 1.7 Rocker Arm Ratio: .553"/.553"
Now, if the truck were mine, I would choose the Titan 1 Truck cam over the Titan 2 Truck cam every time. But, some guys will give up some low speed torque for the higher horsepower cams in their truck. The Titan 2 is for them.
Last edited by CAMMOTION PERF; 07-05-2021 at 11:51 AM.
Now, if the truck were mine, I would choose the Titan 1 Truck cam over the Titan 2 Truck cam every time. But, some guys will give up some low speed torque for the higher horsepower cams in their truck. The Titan 2 is for them.
I agree with this. I'm noticing you have narrowed the LSA a BUNCH compared to your existing truck cams, driving the torque lower in the rev band.
While looking at your truck cams some time back, Tooley came out with their Truck Torque cam. 202/202, .511/.511, 111 LSA. It still idles like stock but delivers at least 20# more torque everywhere. That was the first time I saw such a narrow LSA on a "strictly" truck cam. It WORKS! So I had wondered what would happen if/when the LSA were narrowed on your existing truck cams. Will you be revising your existing truck cams? A narrower LSA by 2-3 degrees might bring a torque boost with no downside.
Just some thoughts.....
I agree with this. I'm noticing you have narrowed the LSA a BUNCH compared to your existing truck cams, driving the torque lower in the rev band.
While looking at your truck cams some time back, Tooley came out with their Truck Torque cam. 202/202, .511/.511, 111 LSA. It still idles like stock but delivers at least 20# more torque everywhere. That was the first time I saw such a narrow LSA on a "strictly" truck cam. It WORKS! So I had wondered what would happen if/when the LSA were narrowed on your existing truck cams. Will you be revising your existing truck cams? A narrower LSA by 2-3 degrees might bring a torque boost with no downside.
Just some thoughts.....
What I actually did was make the intake valve events earlier. The intake centerlines went from 110 to 111 degrees to 106 to 108. The earlier intake valve close (IVO) makes more cylinder pressure at a lower engine RPM and increases low speed torque. The lobe center angle (LSA) is just the mathematical result of the earlier intake valve events. However, as you make earlier intake valve events, it generally brings more overlap. Which, as you know, can decrease idle quality and reduce engine idle vacuum. So, there are limits as to how far you can go, especially in an application like a truck cam.
As for changing the existing mild truck cams like the Stage 1 and Stage 2 high lift, not at this time. These cams on wider lobe separation angles provide smoother idle characteristics and better idle vacuum and smoothness. And, with cathedral port heads and factory style intake, they perform very nicely. These cams are exactly what some customers are looking for.
Here they are with cathedral heads.
As you know, all of these tests were done with a 6 liter short block. So, this test against the LM7 cam is not perfect, but does provide useful insight.
As I mentioned the Tooley Truck Torque cam with its 111 LSA idles as smoothly as a stock cam and has -20 overlap. At these negative overlap levels, the LSA can be pretty low before idle quality is affected.
As I mentioned the Tooley Truck Torque cam with its 111 LSA idles as smoothly as a stock cam and has -20 overlap. At these negative overlap levels, the LSA can be pretty low before idle quality is affected.
One thing of note about the specs that you mentioned on that camshaft is that it has lower duration. The reason this camshaft can achieve lower overlap with a narrower lobe separation angle is because it is a very low duration camshaft. This is very good for very low RPM torque. A camshaft like that probably compares very favorably in the smaller 4.8 and 5.3 liter engines that come from the factory with smaller duration camshafts (which it is likely intended for), but the gains are probably very modest in a 6.0 or 6.2 liter engine that can appreciate more duration.
cammotion FTW. Running their LLSR series in my GenII 383 SBC. 244/254 .638 .630 110+4. Been in for four years now and bounces off the 7,300 rpm limiter almost every-time I drive it. Brakes are a little hard at times but I’m going to fix that with a hydraulic setup.
07-03-2021, 05:01 PM
All the exact same short-block on the exact same dyno.
