Do you have an adjustable timing gear? Could always retard that one 4* and see how it reacts. In terms of valve events kind of close to the 223/228. I was even considering suggesting a 224/228 112+0 instead just to be sure it's pulling through 7200rpm.

 

I'd just use a gear with the bushings so I can do 2° increments. Unfortunately I don't have the 226/230 112 cam anymore but I can see it working out a few different ways mixing up the centerlines I just don't want to put nearly the same duration and LSA back in it again i want to keep trying different things that would be more fun so if I can't have my super tight LSA maybe I'm on the right track with what I already did maybe then still there is something to be said for The wider stuff with a well-placed IVC and then going nuts with the Evo shooting for good peak #'s Crane used to sell a 230°/ 240° 117 LSA 😂 I wouldn't have to touch my timing curve or the piston tops if I threw that or the op mustang 234° / 250° 115 LSA 12° overlap in it But that's likely too much overlap even with my cutout open?
maybe since I've gotten this far with the 49° IVC already I really should just keep pushing it in that direction like the op cam above maybe should just take the big early Evo to go with it and see how much more top end there is up there? I mean it really comes alive at 4K now so what would the earliest tolerable Evo do for it do you think? Maybe it wouldn't be as bad because of the compression?

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Thank you for your interest. The lobe designs are done. We just need to get them in process. Generally a 3 month lead time and Christmas vacations factor into this.

 

Are you able to provide any specs? If not, will the reveal not take place until they are available in about 3 months give or take?

 

We’ll hold off on disclosing specs until they are released but the thinking behind them will be pretty similar to what we’ve talked about. And yes three months. Maybe a little sooner.

 

I agree. I should have kept the other Cam and backed it off 4° and seen what happened But I have a feeling I still would have taken it out so that's why I did the current one, I had the 204/222 in there after The 226/230 because I missed the 212 /218 115+0 But I didn't want to put it back in there because I thought I could do better My 220/224 115-4 Opens both intake and exhaust valves at the same time as the smaller 212 218 cam But I left them open from there as far as I thought I could get away with for my setup That's how I came up with that Cam spec, it's better than the 212/218 everywhere above 2500 but The fun thing about cams is there's always a better way to do it just like tires cams get better every few years

The cam test got me hung up on LSA again but It just doesn't apply to my engine because it's in a car LOL

I'll forget the lsa numbers I'll go wider than 115 based on some of the stuff you suggested I read earlier I just want to move them in the right directions for the intended result if the result could be any more power to be had with my current setup from where it is and remember I'm sill really happy with the low end right now with 49° IVC and it's obvious from the cam test If I could think about this the right way from 23 different ways that there's probably a big chunk of power between 4-7k somewhere that would be had with the right exhaust valve opening as that's the only thing we can really mess with anymore since I can't use much overlap and given what I'm doing with the car I should just focus on the power up there to be had while minimizing the overlap to play nice with the rest of the setup.

​​​ That's why I tried -9/49/43/+1 so -8 overlap all biased to the exhaust. This works very well For what I'm doing at the autocross and It's nice having a smoother idle than the other guys with my super quiet exhaust when I'm running in an unlimited class where everyone is running big and likely too big of cams.

So my question then becomes given my current cam specs above How could we move them to gain even more power above 4K without incurring to much more reversion.

I've got an LS7 cam here from a 14' Z28 that I degreed last year it #'s are -19/46/56/-4 that's a 207/232 121.3lsa -1.2 if You're still reading. I'm already at a 49° IVC that's power no matter what so what if we moved the exhaust valve opening above 55° and left the overlap roughly the same? Or maybe a just little more?

 

Was scrolling through SDPCs website. Noticed they also have an LS9 power max cam

216/239 120+4
-8/44
63.5/-4.5
-12.5

Ive had good luck running FI cams in my NA stuff when I wanted a smooth idle and a power band that carried on up top.

 

From my current cam id be closing the intake valve 4 or 5 degrees sooner and then opening the exhaust 20+ degrees earlier and then Closing a few degrees in earlier than before so little bit less exhaust overlap still the intake is opening feeding the cylinder at the same time as before it would be a really good comparison

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So my 220/224 115... If I re-degree it 115.5 intake centerline I get

-5.5
45.5
46.5
-2.5

Your killing me lol if I took it apart far enough to advance the cam 3.5 or 4° and it stayed strong through 7K. We'd be on to something right?

 

Forgot to say, I don’t think you need any later IVC. I think you need more duration. And a little lower IVC will help get it and everything m a good place while allowing more duration keeping the EVO in a good place and allowing some initial pulling in the initial charge but not enough to allow reversion pulse to contaminate it.

 

I'm building a 408 similar to what they tested but maybe using a stock ls3 intake or possibly the new summit fabricated intake. Full exhaust and possibly supercharged in the future

The OP Mustang cam intrigued me that one or the BTR 400+ which is probably more common

the one thing i noticed is the op mustang cam has a smaller advertised duration it seems like than some of the other cams in their catalog

180-017 HR 234 250 285 299 0.368 0.368 0.626 0.626 115 + 4 111 119 0.069 0.069

LS-3-Bolt-2024-10-09.pdf

 

Totally agree on the lower ivc and more duration

 

Wow! That was a fun read! Thank you. I'll have to go back through it later and pick some of my favorites. Some pretty wild looking stuff in there

 

Just a word of caution. The BTR 400+ specs in the list not exactly correct in the spreadsheet. The cam is listed as a 236/25X 114 on the catalog, not 236/250. So they're not disclosing the true exhaust duration. But if you read BTRs description, it has 18.5* overlap. As long as they're not rounding up or down the 114 LSA, that would put the exhaust @ 257*. We still don't know if there's any advance ground into it either.

 

That cam list. There's a couple spec on there, I've narrowed it down a little bit I don't need to decide right away

I just ordered the 0.650" lift 375lb Melling Duals Muahaha need to change the valve springs anyway

​​​​​​THe Quiet though Less loss eXhaust is still in the construction paper and crayon phase but I'll get it there don't worry.

Don't forget this is an autocross road race build and I need to decide before February which one to go with so I can get it in there and tune it I guess I need to figure out how to get one first?

 

I Concur

 

Are you talking about the Callie’s list, because I didn’t see anything appropriate that would be better for your particular setup and goals then what you e already tried?

Honestly with the stock manifolds I’m landing on a 224/230 115+0 as my final answer. Call Cammotion and see what max lift they’d recommend based on the rest of your valvetrain setup and how your planning to race it. I’d want to shoot for at least .595/.595 (preferably more on both if it can handle it).

 

I keep looking at off the shelf boost cams
TSP 4.8/5.3L Stage 4 Turbo Cam Specs: 222/230 .600/.600 113+3 LSA

But youll probably be better off just having a custom grind to your exact events.

 

The TSP durations are pretty close and the EVC/EOC are similar, but I doubt the earlier IVC of 41 will carry him all the way to 7200rpm, like the 47* would. And thinking maybe even 0* overlap *.050" could still be a reversion issue with the restrictive stock manifolds, so the losses could outweigh the benefits in the upper rpm (hard to say without testing). So a little negative overlap might work best, which is why I backed it off a little.

He's really trying to walk a fine line of limited intake runner length, throttle body area, heads flow, and restrictive exhaust; all while trying to achieve a very wide overall powerband and peak rpm much higher than the sum of the components will allow. Plus that really high static compression ratio. While a lot of times, a couple degrees here and there may not make a measurable difference, in this case it's going to be very sensitive.

Be great if he could get some backpressure data off the current setup at high rpm right at the collector.

 

I've noticed that the current single plane cams have a less aggressive lobe profile than the LS cams. For instance, the difference between the advertised duration and .050 duration of ls cams is typically 49 whereas the existing single plane cams are typically 52+ on the intake and maybe over 60 on the exhaust. Just curious as to why, and will that continue with these new cams?