Quote of the day.

To the top, definetly.

 

when are you going to put a reverse split in your truck anyway?

 

not about reverse splits. just matching the cam to the setup.

You mentioned earlier you'll be going with a Vinci head/cam package. Lets take a look at that particular camshaft; given your setup, and see if it matches the flow characteristics of your motor.

 

ok look away. VHP knows what they are doing. they've been doing it for over 35 years. it'll be the 047 cam. same one they used in the test vette.

 

Ok, you said earlier:047 camshaft - ASP KICKER

.050 - 210/218 .531 112LSA
valve events @ .050
IO -5.0* ATDC
IC 35.0* ABDC
EO 43.0* BBDC
EC -5.0* BTDC

.004 - 272/280


Do you have the duration at .200? Curious if it has a 8* exhaust bias also?

 

I'm not doubting they know what they're doing.

Thought this would serve as a good example to see if the box cam you are picking is best suited for your wifes setup. Fair?

 

no i don't have the .200 lift. and they won't release that info either. has to do with protection of their designs. the stock vs ported heads comparison is because they had it in their vette with stock heads. we're doing heads first.

 

as compared to? if it was my car, the 055 cam would be going in. but after talking with roger and knowing what i know, it'll be the 047. taking into consideration, stock converter and my wife. http://www.vincihighperformance.com/...%20LS1%202.htm

http://www.vincihighperformance.com/fbodyls1.html first two cars in the client ride section. they have been using her car for showcasing their products since we bought it back in february.

 

and to help you out, here's their flow specs for the heads. http://www.vincihighperformance.com/...RT%20PAGE.HTML

 

When we say the intake on these engines is restrictive, what is meant is that the intake can reduce the head flow by as much as 15%. That is big. When dealing with a race car you want no more then 3% loss, on a moderate car you want around 7%.

Here is quote from someone I respect:
We test from the plenum to the chamber. The runner can effect the wet flow characteristics pretty profoundly so yes, you should flow the whole set up. I do not travel with the team. My brother and I stay at the shop and work on engines. I do go the Texas race because its in my back yard.

That is quote from Darin Morgan of Reher & Morrison off of another board.

Those that understand flow the entire intake and exhast track, prove theories as fact.

Chris

 

And the question is:

Is there an aftermarket intake that fits that criteria? I think not.

 

Predator,
No I am not aware of one, just the sheet metal custom stuff geared for the all out racer. I'll touch base with a friend at Monta Plast and see if they are working on anything for GM based on the LS stuff.

Chris

 

This is why, I'm so tempted to take a trip to Aussie and learn about (also buy) an individual TB intake, and learn from the pros about speed density tuning (MAFless), for my next 347/348 forged set up.
All this to be able to run very tight lsa/ high duration cams on an auto.

 

when "they" (Aussies) do speed density, are they swaping the entire PCM out and going with something like a FAST, etc? or are they tuning the stock PCM to work it?

reason I ask is I had always been told the stock PCM didn't have the resolution to "really" pull off speed density (ie: it "works" but is not really "right").....

 

Well, theres where the camshaft comes in. If you've found your lack of balance, how can you make up for it.

Not, our intake is restricted, lets aid the exhaust.

 

I think so, and also they invent stuff: check this out:
http://www.ls1.com.au/forum/showthread.php?t=28438

 

well, if you notice from darin morgan, he is refering to wet flow characteristics. not dry. which is what we are. you seem to be such a proponent of the reverse split cam to fix our 'crippled' intaked so much. if so, then why is it when i asked to start showing some proof of reverse split cams working in our situations, you aren't submitting any? and when i asked you when are you going to put one in your truck, you back off by saying "not about reverse splits. just matching the cam to the setup." even in the other post in the truck section (comp 216/220), you aren't submitting any proof that it works. i even told you there is a dyno on this board where TR did a reverse split cam. left it to you to find. and you haven't. even helped you to some degree in supporting your theory for you.

understand why most every cam manufacturer out there isn't doing it. and are still using standard split cams. by evacuating the exhaust from the cylinder as much as possible, it allows for more incoming fuel/air into the cylinder. i did a DD2003 of the VHP047 cam. then i reversed the profile. it didn't start making more power until 5500 rpms. i'm not at home right now to post the figures. but when i get home, i will.

i suggest again, get off the pot and start producing. IE put a reverse split in your motor or start finding proof elsewhere. and post it up. i've done all my posting to support my statements.

 

i think there is. some people have been using the GMMP carb intake with a TB mounted to the top of it. https://ls1tech.com/forums/showthrea...ht=carb+intake

 

Isn't it enough proof that the head flow numbers aren't matching the design of exhaust biased camshafts?

I'm not backing off. Give me some time.

I really don't care if they did. Was it a custom spec'd camshaft to the application? If not, just because it had a reverse feature deosn't make it better.

oh geez

 

Venturing outside of this forum will shut that statement down.

I understand what more exhaust duration does. I have nothing against standard splits. But the application will tell you what it needs.

What application needs evacuation of more exhaust from the cylinder? There are plenty out there, but what example are you referring to?