Will it go 650 RWHP N/A
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Originally Posted by Beast96Z
Compression will be 11:5:1. The 4, and 41 stand for the bore fixtures the heads were flown on. 4 being 4", and 41 being 4.100". My heads are actually 4.150, so you could call mine 415's.
There is absolutly no need to port the heads any more. 265cc's is already a large port, and if there were more gains to be had, effectivly, then I'm sure they would have figured it out. I highly doubt you could get any decent amount of flow out of the extra work without making the port substaintally larger. As far as the heads being the weak link to the intake, I doubt that. I forgot the last time a 385 cfm head was a weak link.
You also have to keep in mind, that the bigger you go with all this stuff, the more rpm your gunna need to make it work. Camshaft selection will be critical in keeping the power up, but still in a useable rpm range. Big heads, big intake, big cam = big rpm's.
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So how does one pick the right cam for a set up? I have a 242/242 .610/.610 114 lsa, its like a stock idle, no lope. So I can go alot bigger and still not hate the idle quality.
My bore is 4.100, so I guess the 41's are for me.
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Originally Posted by Quickin
I think I'm either 11.1:1 or 11.3:1. I was thinking to just go 13:1 if 104 octane will be used all the time.
So how does one pick the right cam for a set up? I have a 242/242 .610/.610 114 lsa, its like a stock idle, no lope. So I can go alot bigger and still not hate the idle quality.
My bore is 4.100, so I guess the 41's are for me.
So how does one pick the right cam for a set up? I have a 242/242 .610/.610 114 lsa, its like a stock idle, no lope. So I can go alot bigger and still not hate the idle quality.
My bore is 4.100, so I guess the 41's are for me.
Something like a 256/262 .700"/.700" on 110 lsa with some extremely aggressive valve events would be nice. I'd shoot for 13:1 SCR to get this cam to play nice.
However your best bet would be to talk to Ed Curtis.
Nate
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Originally Posted by Nate_Taufer
You're going to need something well into the 250's and maybe 260's at .050" and run a butt ton of lift to take advantage of those 265's. I'd shoot for at least .675" lift and be content with around .700".
Something like a 256/262 .700"/.700" on 110 lsa with some extremely aggressive valve events would be nice. I'd shoot for 13:1 SCR to get this cam to play nice.
However your best bet would be to talk to Ed Curtis.
Nate
Something like a 256/262 .700"/.700" on 110 lsa with some extremely aggressive valve events would be nice. I'd shoot for 13:1 SCR to get this cam to play nice.
However your best bet would be to talk to Ed Curtis.
Nate
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How do I contact Ed? Who is he?
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Originally Posted by Nate_Taufer
Something like a 256/262 .700"/.700" on 110 lsa with some extremely aggressive valve events would be nice. I'd shoot for 13:1 SCR to get this cam to play nice.
Nate
Ha ha, that's a damn close guess to my duration numbers that myself and Erik have come up with for my 434.
What was said about the harrop intake and driveability/idle is dead nutz on too. There was a clip over on speed talk with a 346 with a 242/242 106lsa cam in it with a harrop style (may have been the harrop, i'm not sure) individual runner intake and it idled butter smooth.
If you are going to run 104 all the time i'd definately look into increasing the compression, it will be free power so to speak in this situation.
As far as pistons to valve clearence goes like I said before i'd speak with Cary. If you have the pistons custom made for the combustion chamber like what was done by Beast then you'll be fine but if not talk to ET.
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Originally Posted by Quickin
How would that idle? I assume horribly, which isn't a bad thing.
How do I contact Ed? Who is he?
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How do I contact Ed? Who is he?
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It would be very interesting to see how the Harrop intake would compare to the LS7 intake... there is a huge difference in price under $300 versus $3000... I am sure the Harrop would flow better, but I would be curious to see how much better...
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Originally Posted by vmax1500
It would be very interesting to see how the Harrop intake would compare to the LS7 intake... there is a huge difference in price under $300 versus $3000... I am sure the Harrop would flow better, but I would be curious to see how much better...
Oh, and BTW, there appears to be many many factors that contribute to the power a manifold makes more so then just flow. This same fact holds true for the intake port of a head!!!
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Originally Posted by vmax1500
It would be very interesting to see how the Harrop intake would compare to the LS7 intake... there is a huge difference in price under $300 versus $3000... I am sure the Harrop would flow better, but I would be curious to see how much better...
The Harrop looks exactly like that $10,000 C5R intake in the other thread, I see no difference in the two.
Right?
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Originally Posted by Nate_Taufer
You're going to need something well into the 250's and maybe 260's at .050" and run a butt ton of lift to take advantage of those 265's. I'd shoot for at least .675" lift and be content with around .700".
Something like a 256/262 .700"/.700" on 110 lsa with some extremely aggressive valve events would be nice. I'd shoot for 13:1 SCR to get this cam to play nice.
However your best bet would be to talk to Ed Curtis.
Nate
Something like a 256/262 .700"/.700" on 110 lsa with some extremely aggressive valve events would be nice. I'd shoot for 13:1 SCR to get this cam to play nice.
However your best bet would be to talk to Ed Curtis.
Nate
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Originally Posted by Beast96Z
How high do you want him to rev this motor to get the power out of that cam? Like I said before, you have to keep a useable rpm range. If you have a head with a highly efficent port, not near as much camshaft is needed. I agree with you on the lift portion, but I don't think near as much duration will be needed for these heads to effectivlly move air. You might be able to tighten up the LSA to 106 or so to keep the IVC down, but then you risk a very peaky power band. 13:1 would also be needed to keep the DCR up. If you were building a 7500 rpm race motor, I'd say go for it, but I don't see any reason for a street/strip car to have to rev past 7k. I guess it really depends on what his goals for the car are. Quikin, how high do you actually want to rev?
Nate
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Originally Posted by Beast96Z
Quikin, how high do you actually want to rev?
So will the high rpm's help me?
There's alot of SC'ed and TT Vipers around here with 800-900 RWHP that only race this way, I want to compete with them. So a 650 RWHP N/A car with a 300 shot on race gas (progressively controlled) should handle them nicely, considering the massive pounding of torque I'll get. My friend has a Viper with about 800RWHP. Thats why I was also looking into the Hi-Flo single turbo kit, which should put me over 1,000 RWHP on race gas.
But I would just love to have an N/A monster for daily use
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Last edited by Quickin; 12-09-2005 at 09:41 AM.
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Stop focusing on your current CR. It is irrelevant becasue you are switching heads. Do you feel comfortable about spinning to 7200 rpm? Select a cam designer to work with and discuss your goals. He can help you pick out optimal heads, CR, and cam specs to maximize the performance within your constarints for octane and drivability.
If your 480 rwhp is from a locked converter dyno, you will gain a big amount of power by switching heads and intake and matching the cam to your set-up.
If your 480 rwhp is from a locked converter dyno, you will gain a big amount of power by switching heads and intake and matching the cam to your set-up.
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Originally Posted by Ragtop 99
Stop focusing on your current CR. It is irrelevant becasue you are switching heads. Do you feel comfortable about spinning to 7200 rpm? Select a cam designer to work with and discuss your goals. He can help you pick out optimal heads, CR, and cam specs to maximize the performance within your constarints for octane and drivability.
If your 480 rwhp is from a locked converter dyno, you will gain a big amount of power by switching heads and intake and matching the cam to your set-up.
If your 480 rwhp is from a locked converter dyno, you will gain a big amount of power by switching heads and intake and matching the cam to your set-up.
And the 480 RWHP is with a locked converter.
.
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Originally Posted by Quickin
If I switch the heads how is that going to bring my compression up to 13:1, which is what I need to do for more power, right? If the engine can safely go to 7,200 I'll do it all day long. ARE told me that my 436 can spin to 7,300 safely, is that true?
And the 480 RWHP is with a locked converter.
.
And the 480 RWHP is with a locked converter.
.
Switching heads right now is really one of the ONLY ways you can change SCR. Because you can order them in the chamber size you want to increase the compression.
But talk to EDC on this board and tell him your goals and full setup and he can grind you something that will work wonders.
Also I would stay with the 255's.
Nate
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Originally Posted by Quickin
If I switch the heads how is that going to bring my compression up to 13:1, which is what I need to do for more power, right? If the engine can safely go to 7,200 I'll do it all day long. ARE told me that my 436 can spin to 7,300 safely, is that true?
And the 480 RWHP is with a locked converter.
.
And the 480 RWHP is with a locked converter.
.
http://www.ls2.com/forums/forumdispl...?s=&forumid=70
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I would not count on the gen 3 oiling system being up to snuff anything past 7500rpm. This comes from a very very reliable source, one that fixes oiling issues cause by the famous "spin it to whatever" saying. The oiling system in the gen 3 motor sux hands down, unless ofcourse you decide to run a dry sump.
Also, if you think about it this is obviously a problem considering gm went to a NON COST EFFICIENT dry sump in the ls7. It is not cause they thought it was cool, it's cause it was needed for the gen 3/4 motor to run consistantly and with durability at 7000rpm, so think about what is hapening at higher rpms.
Don't worry, you can make tons of power at 7500or less rpms with amotor that big and heads that good.
Also, if you think about it this is obviously a problem considering gm went to a NON COST EFFICIENT dry sump in the ls7. It is not cause they thought it was cool, it's cause it was needed for the gen 3/4 motor to run consistantly and with durability at 7000rpm, so think about what is hapening at higher rpms.
Don't worry, you can make tons of power at 7500or less rpms with amotor that big and heads that good.
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Originally Posted by vmax1500
I would be very cautious when it comes to believing what ARE tells you...
http://www.ls2.com/forums/forumdispl...?s=&forumid=70
http://www.ls2.com/forums/forumdispl...?s=&forumid=70
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