Torque coming out of my EARS! (cam change)
04-25-2006, 07:47 PM
#243
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Originally Posted by JakeFusion™
But Gomer has been slacking lately. He needs to step it up and wow us with some more results!
04-25-2006, 07:56 PM
#244
Originally Posted by SUTTERERMAN85
how bad is it messed up
Had I hit the deer on the highway, the damage would have been much worse. I was only going about 30mph.
04-26-2006, 08:13 AM
#248
Originally Posted by Patrick G
No frame damage. Just cosmetic. New front bumper cover, new headlight assemblies, new paint on the hood and fenders. Hey, I had a few rock chips anyway.
Had I hit the deer on the highway, the damage would have been much worse. I was only going about 30mph.
Had I hit the deer on the highway, the damage would have been much worse. I was only going about 30mph.
When I had my deer damage repaired ...they were going to paint the nose and drivers side ... so I had them paint the whole car while they were at it..
04-26-2006, 12:39 PM
#249
The LSK takes advantage of the LS1's huge bearing size. It has the same 50° major intensity as the XFI, however it is bigger after that.
The XFIs, which rely on LS1-like valvetrain components, work with a smaller bearing. They also have asymmetric exhausts, which reduce the aggressiveness on the close. Unfortunately, the LSK doesn’t have an exhaust specific lobe.
On the intake, all of these heads are going to love the LSK’s increased duration at bigger lifts. Patrick is showing what a smaller cam can do if it is more aggressive…taking advantage of today’s valve springs and lightweight valvetrain components.
It would have been interesting to see the 223/227 or a 219/223 cam on a 114 LSA would have been like.
The XFIs, which rely on LS1-like valvetrain components, work with a smaller bearing. They also have asymmetric exhausts, which reduce the aggressiveness on the close. Unfortunately, the LSK doesn’t have an exhaust specific lobe.
On the intake, all of these heads are going to love the LSK’s increased duration at bigger lifts. Patrick is showing what a smaller cam can do if it is more aggressive…taking advantage of today’s valve springs and lightweight valvetrain components.
It would have been interesting to see the 223/227 or a 219/223 cam on a 114 LSA would have been like.
04-26-2006, 07:28 PM
#250
I have been running a 224/228 581/588 110 LSA since 2002. I'm ready for a new cam. I have double valve springs on my ARE ported 241's. Will this be a simple swap . I have 1.74 pushrods with H.S. rockers. I am switching to a 4.30 gear which should get me a 10 second all engine pass. If it doesnt I'm gonna buy this cam
04-27-2006, 12:19 AM
#251
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What kind of seat pressures are you seeing with your springs shimmed within .050 to coil bind? Is your reason behind it to avoid valve float, and insure accurate valve events, do you think it's necessary?
04-27-2006, 09:18 AM
#252
Originally Posted by Michael55123
What kind of seat pressures are you seeing with your springs shimmed within .050 to coil bind? Is your reason behind it to avoid valve float, and insure accurate valve events, do you think it's necessary?
1. You get more pressure and better valve control.
2. You eliminate a great deal of spring surge which will help the springs last a lot longer.
__________________
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.
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.
04-27-2006, 09:43 AM
#253
Originally Posted by Patrick G
My Comp 921s had 155 seat and 410 open pressure. My new AFR 8019 springs have 165 seat and 440 open pressure. There are two reason we like shimming the springs when using the LSK lobes.
1. You get more pressure and better valve control.
2. You eliminate a great deal of spring surge which will help the springs last a lot longer.
1. You get more pressure and better valve control.
2. You eliminate a great deal of spring surge which will help the springs last a lot longer.
Thanks for another informative post Patrick..
04-27-2006, 11:57 AM
#255
Originally Posted by fast98
so how would prc duals work with your cam patrick?
04-27-2006, 06:27 PM
#257
Originally Posted by Patrick G
My Comp 921s had 155 seat and 410 open pressure. My new AFR 8019 springs have 165 seat and 440 open pressure. There are two reason we like shimming the springs when using the LSK lobes.
1. You get more pressure and better valve control.
2. You eliminate a great deal of spring surge which will help the springs last a lot longer.
1. You get more pressure and better valve control.
2. You eliminate a great deal of spring surge which will help the springs last a lot longer.
04-27-2006, 06:30 PM
#258
Originally Posted by DavidNJ
Why not use the 26055 springs if they fit (I think they are 1.585".) They are single spring beehives with a similar rate. However, they are probably 70gms lighter.
04-27-2006, 07:53 PM
#259
My biggest concern with those spring would be what happens if one breaks. I think I'd be happier with a touch less performance and the safety of knowing I'm unlikely to drop a valve. Very tempted to try those though otherwise.
04-28-2006, 03:15 AM
#260
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I hate to fall in line, and do this. I shouldn't even ask, but how does this sound.
2127/2128 LSK's on a 54-000-11
.006 277/281
.005 227/231
.200 153/156
.639/.643
On a 108 LSA +1
Think PRC duals will handle this for any amount of time? I think I'm going to try.
Thanks for anyones advice. This is going on a motor with stock displacement, afr 205's milled .030 to gimme 62ish cc chambers, .040 cometics, forged diamond pistons with 2cc reliefs. Think I'll have any issues with PTV?
Mike
2127/2128 LSK's on a 54-000-11
.006 277/281
.005 227/231
.200 153/156
.639/.643
On a 108 LSA +1
Think PRC duals will handle this for any amount of time? I think I'm going to try.
Thanks for anyones advice. This is going on a motor with stock displacement, afr 205's milled .030 to gimme 62ish cc chambers, .040 cometics, forged diamond pistons with 2cc reliefs. Think I'll have any issues with PTV?
Mike