It used a reed cam lobe, I posted the .006/.200 numbers on the lobe a couple of days ago. Someone said they were between comps Xe and X-er lobes.

 

The F13 put down some damn good numbers. Can I ask why you swaped?

 

futral F11 or F13, you wont be disappointed

 

You know Gomer most of the time, you have good info, but on this one i think you just talking ****.

X1 cam is a reverse split and is known for 10's with stage 2 heads
I have a Stealth II which is also a reverse split and my car dynoed 404/383 cam only + FULL bolt ons.

Just because you keep swapping cams on the same set up, it doesn't mean they are all going to perform at their best. If you analyse your combo you'll realise that. It is not hard to figure out that some cams are not matched to the rest of your setup. A motor combo is parts that are closely related to each other to perform at their best.

 

Very true...

On that note though...What's with all you every poney counts/maximum effort gurus out there paying $400 for a shelf cam and 'good' results, when you could pay the same for a 100% custom cam ground to your head/intake/ect. specs and reap the maximum? I just can't seem to grasp the concept. It baffles me...

 

But it is comming "Grasshopper", 347 forged (callies) with AFR and custom (N20) cam . Target 750rwhp on a 2 stage wet 300 shot.

 

If an engine has a very good exhaust port, in the 80% range of the intake, then a reverse split is the best option. Reverse splits are common in the foreign cars where some exhaust ports flow as much as 90% of the intake. Duration difference in these cases can be 15 degrees more favoring the intake side.

So I disagree with what you posted also Gomer, but thats what makes this board. I would also like to thank you for the help you have given me Gomer on some other matters.

Chris

 

No problem man! I agree with your thinking on reverse splits.. BUT only when running open headers. The extra intake duration helps our "crippled" intake, but I think trying to exhaust 6,500rpms worth of combusted gasses out a single 3inch exhaust is what hurts reverse splits on the top end in our cars. Btw... a latemodel circletrack car with at restricted 2bbl and open headers would kick some major *** with a reverse split... but you already know and have demonstrated that

 

Gomer,
That is why I give primary size (ID x Length), and collector size along with the camshaft. . .you know I am all for the combo. So a solid roller in your near future?

Chris

 

There aren't many in the 80% range. You figure with 300cfm intake ports, you'd need 240cfm exhausts ports. With a 320cfm intake, you'd need a 256cfm exhaust. This is @ the least. Not much of anything available can offer an 80% variance of intake to exhaust. I for one must rule out the reverse split for most LS-1 apps.

 

I sure hope so with those new heads. Enough with this gooey @ high rpm hydraulic stuff...

 

Nose,
Bolt the intake on the heads and flow the intake port. . .flow drops. Bolt the header on the head and flow it. . .most of the time it picks up. So, there are some 80% out there. I'm just ribbing Gomer a little about the solid.

Chris

 

Got me there...That didn't even cross my mind 100% correct...

 

I don't think many are aware of this.

Cstraub. Why, do so many go with the large standard splits? Or more important, why are so many sold?

 

Your exhaust flow will determine whether or not you want a reverse split.

But that's high $$$ stuff, most of us want an off the shelf cam that fits our application, not to have a cam spec'd out to match our head flow/rest of our setup.

Gomer, I have a question. That little B1 cam made almost the same power as the 232/230? And the F13 made 33 more RWHP? That's says something about all 3 of those cams, at least in that setup.

 

A fully custom ground Comp is only $389 directly from them. You guys pay right around that anyway...No argument on price...Ignorance maybe?

A close pal of mine recently stepped up to the custom plate for his Vette. He had a 230/236 comp 'shelf' grind that was making some killer power. I eventually talked him into having comp grind him one with the same specs, only to his heads. He unleashed 11rwhp and 8rwtq. Again, same 230/236-.59x/.59x-112 XE-R design, just made to match his combo. What are some of you guys paying for an 8rw throttle body? $500?

Take it how you'd like, just my opinion...

 

How was it made "to his heads"? Shouldn't two cams with identical specs and identical lobes make the same power?

Didn't know it was so cheap. I saw a package deal where someone had your heads flowed and matched your cam specs to that, thought it was in the $700+ range, not sure what all it included though.

 

It's relative new idea for production cars out of Detroit to have such good exhaust numbers. Reverse splits have been around for a longtime. Limited induction stuff in drag racing and circle track have used them for years. Alot of my 2 barrel flat tappet stuff is reverse in nature.. . .just makes sense if you can't get what the engine requires in it, what makes you think you have anything it needs to get out.

I just did an LS1 profile that was a single pattern at .050, but at .200 the intake is bigger then the exhaust, so don't always look at the .050" numbers, as Ed, Jay Allen, and a few others know, .050" tappet height isn't the "magic" number it is marketed as.

Chris

 

They are identical, just completely different...
@ .050, they're the same, but @ different lifts, the grinds are different. Not easy to explain (by me anyway), but that's how it goes...

I've never heard of heads being matched to a cam. Definitely not something I'd want...Get the best heads you can-usually for your budget's allowance, and then have the cam ground to the specs of your heads and intake if the heads were flowed through the intake you will be using. That'd get you even better performance than ground just per head specs.

 

That helps, thanks.

btw, Chris.

Any more information on that? I think some get a brain fart when they hear we are intake restricted.