New Much Bigger Cam and Lose 30 RWHP WTF????
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Originally Posted by RedHardSupra
did you MEASURE it for yourself? i've seen people go 9s on svo 30s, but that's because of a wet shot. it's very simple math, do you have any sort of scanner?
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As far as the loss of power.
Do a leakdown. You could have broke a springs. Maybe a rocker bolt broke off and is causing a huge loss in power.
IMO you should have defentially gained power.
I assume you had the cam checked to make sure you got what you ordered?
Also as said before check you plugs. If it was a vaccuum leak Norris should have seen that as he was tuning, but that could still be the problem.
On stock heads that cam should make more the 410 RWHP.
I doubt the heads are bad if AFR reworked them. If they added new springs and you didn't do some nice heat cycles on them you might have a broken spring as I said before.
The leakdown will be a good place to start. Then if everything checks out with the leakdown, vaccuum leaks and the plugs its time to start tearing the valve covers back off. Good luck and keep us up to date.
Do a leakdown. You could have broke a springs. Maybe a rocker bolt broke off and is causing a huge loss in power.
IMO you should have defentially gained power.
I assume you had the cam checked to make sure you got what you ordered?
Also as said before check you plugs. If it was a vaccuum leak Norris should have seen that as he was tuning, but that could still be the problem.
On stock heads that cam should make more the 410 RWHP.
I doubt the heads are bad if AFR reworked them. If they added new springs and you didn't do some nice heat cycles on them you might have a broken spring as I said before.
The leakdown will be a good place to start. Then if everything checks out with the leakdown, vaccuum leaks and the plugs its time to start tearing the valve covers back off. Good luck and keep us up to date.
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Originally Posted by 1CAMWNDR
Isn't a 242/248 cam to damn big for a 346" motor
? Maybe bigger isn't better in this case.
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Originally Posted by 1CAMWNDR
Perhaps with the reworked heads and that much cam your intake charge velocity went into the toilet.
If this were me, I'd probably study the graph and see if there are any signs of valve float or valvetrain instability. That would definitely take the HP away. If you don't have stock rockers, I guess you could try putting those back on and see what happens. If everything with your valvetrain geometry seems good, and you know you are getting spark to all the cylinders where does the cam peak at? If it's up real high like 6600+ or so, you might want to try advancing it to move the peak down. You could also look into the MAF as was mentioned if you changed it. It could be a lot of different things. I'd take the valvecovers off and look at your plugs as a first step though as was mentioned.
It definitely isn't easy tracking stuff down like this, good luck! There is definitely something wrong though.
Last edited by JF WS6; 08-24-2005 at 03:34 PM.
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Originally Posted by RedHardSupra
i don't know where you got this horsepoop, but if you want to blow up your 5000 dollar engine because you're too cheap to spend 250dollars for injectors, then you can be right all you want ![Winky](https://ls1tech.com/forums/images/smilies/LS1Tech/gr_wink.gif)
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I made 440RWHP with my old setup with SVO 30# injectors and have plenty of injector left, so I don't know where you get YOUR horsepoop from. There is/was definitely something wrong with your old set up if your 30#ers are maxing out at 360 to the tires..... at least on a LS1. If you're talking about your Supra that's a whole different story with the turbo you CANNOT compare 2 completely different cars like that if that's what you are doing.
Also the LS1 runs at a higher fuel pressure so the 30# SVO's are more accurately somewhere around a mid 30's # injector on a LS1.
Last edited by JF WS6; 08-24-2005 at 03:44 PM.
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Originally Posted by JF WS6
Ford SVO 30# injectors are not stock injectors. They cost like $300 bux, so I don't know what the hell you're talking about.
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It is peaking around 6,500 rpm, no float or anything. Rockers and lifters are stock. This cam is just slightly bigger than the TRex. What I can't understand is why it idles so well, I mean it sound like a pretty big cam, but on the other hand docile if that makes any sense. I put a dial indicator on the spring retainer to verify the lift, so for at least the 2 valves I checked I know the lift was right. Also as stated before it was degreed in. I wondering about the heads also but don't know what it could be. Guys I need some more input!!!
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Originally Posted by ninobrn99
he's not talking about stock injectors. he was refering to the 30#'s and the 42#'s can be had from 220-275. Thats what he's refering to.
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Have you tried killing 1 cylinder at a time? (with a Tech 2 or by pulling a plug wire or injector wire). This might help determine if you have a dead cylinder (which is what I suspect). No way you'd be making peak power at 6500 rpm if you had the cam in wrong or if the springs/valvetrain weren't up to snuff. Look for a dead hole (and pray it's something simple like a bad wire).
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2009.5 Pontiac G8 GT 6.0L, A6, AFR 230v2 heads. 506rwhp/442rwtq. 11.413 @ 121.29mph 1/4 mile, 168.7mph TX Mile
2000 Pewter Ram Air Trans Am M6 heads/cam 508 rwhp/445 rwtq SAE, 183.092 TX Mile
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![](https://ls1tech.com/forums/signaturepics/sigpic210_1.gif)
2013 Corvette Grand Sport A6 LME forged 416, Greg Good ported TFS 255 LS3 heads, 222/242 .629"/.604" 121LSA Pat G blower cam, ARH 1 7/8" headers, ESC Novi 1500 Supercharger w/8 rib direct drive conversion, 747rwhp/709rwtq on 93 octane, 801rwhp/735rwtq on race fuel, 10.1 @ 147.25mph 1/4 mile, 174.7mph Half Mile.
2016 Corvette Z51 M7 Magnuson Heartbeat 2300 supercharger, TSP LT headers, Pat G tuned, 667rwhp, 662rwtq, 191mph TX Mile.
2009.5 Pontiac G8 GT 6.0L, A6, AFR 230v2 heads. 506rwhp/442rwtq. 11.413 @ 121.29mph 1/4 mile, 168.7mph TX Mile
2000 Pewter Ram Air Trans Am M6 heads/cam 508 rwhp/445 rwtq SAE, 183.092 TX Mile
2022 Cadillac Escalade 6.2L A10 S&B CAI, Corsa catback.
2023 Corvette 3LT Z51 soon to be modified.
Custom LSX tuning in person or via email press here.
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Originally Posted by JF WS6
He mentioned something about being too cheap to buy new injectors. As I was stating, they cost like $299. I wouldn't call that being too "cheap" to buy new injectors.
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Originally Posted by bigdsz
It is peaking around 6,500 rpm, no float or anything. Rockers and lifters are stock. This cam is just slightly bigger than the TRex. What I can't understand is why it idles so well, I mean it sound like a pretty big cam, but on the other hand docile if that makes any sense. I put a dial indicator on the spring retainer to verify the lift, so for at least the 2 valves I checked I know the lift was right. Also as stated before it was degreed in. I wondering about the heads also but don't know what it could be. Guys I need some more input!!!
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Originally Posted by ninobrn99
i think he meant in general. most people dont upgrade injectors when they should. your right, 30#'s are expensive, but when you can get green tops for a cheaper price, why wouldnt you?? better to have more than enough than not enough, but this little argument isnt realtive to helping this guy out on what his problem is. Until we can get a log of his duty cycle's then only the tuner knows what its at.
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ok, our of curiosity, the people who get so much hp out of your stockers, or svo30s, do you happen by any chance to tune your own cars? how is it tuned? do you tune with IFR tables, or is it a calculated table?
i can post screenshots of how i reached 109% duty cycle on stock 26.4s with a z06 cam and stock headers if you'd like.
also, i'd post a link to some very cheap injectors, but since they're from a nonsponsor i'd get my *** booted. pm me if you're interested.
i can post screenshots of how i reached 109% duty cycle on stock 26.4s with a z06 cam and stock headers if you'd like.
also, i'd post a link to some very cheap injectors, but since they're from a nonsponsor i'd get my *** booted. pm me if you're interested.
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no im not saying that. if he said that his duty cycle is 74% at the most, then its not an injector issue, but t/s without that info is difficult, so we throw out a few common things that it could be...