Lift in Cams....
Lift in Cams.... I am in the market for a cam and the Futral 226/226 cam caught my eye. I dont want a very radical setup but ratehr a daily driveable car. This cam has a .575 lift on intake and exhaust. Now, I was wondering what effect a higher lift on this cam would have. I was wondering this because they offer the FM13 on a normal and high lift version and well I was wondering what effect a higher lift would make. I plan to run this cam on stock LS1 heads until about Feb of next year and then go AFRs 205s.
TECH Fanatic
Joined: Aug 2005
Posts: 1,691
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From: Sunny London, UK
Higher lift comes at a price. Reduced valve train life and greater stress on parts. The bonus if your heads are up to flowing at high lift is of course more power.
If you go with good quality parts higher lift is good. Also check for reduced P2V.
If you go with good quality parts higher lift is good. Also check for reduced P2V.
I'm running a grind with .641/.646" lift and LSK-J lobes with Patriot Gold Dual Springs. Runs great, but it sounds like a sewing machine. I plan on replacing the valve springs every other winter (or more often if problems arise). I also refuse to turn the motor past 3000RPM until the motor is at the 160* mark. I am also refusing to drive the car this winter on the sole reason of the valve springs. I'm scared to have them in freezing temperatures and then up and hot and then freezing again, etc.
Sadly, that's the only thing keeping me from driving the car in the winter and almost makes me wish I went with a bit less lift, but the car really shouldn't be on salty roads anyways I suppose.
Sadly, that's the only thing keeping me from driving the car in the winter and almost makes me wish I went with a bit less lift, but the car really shouldn't be on salty roads anyways I suppose.
12 Second Club
Joined: Jul 2006
Posts: 799
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From: Pittsburgh,PA
my cam specs are in my sig and i really dont know much about cams. i made the decision on it STRICTLY by talking to a guy from comp cams. however, im on stock heads also and i will probably have to drive my car most of the winter. cam isnt installed yet, do you guys think it was a mistake getting this much lift on it? i bought all the valvetrain upgrade parts but im not really into replacing the stuff every year...
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Brett Foote So can anyone tell me how different a cam would be with more lift on a same duration and same LSA ?????
For example the F4 from Futral, How will it act with like a .600+ lift based on an LSK lobe ???
For example the F4 from Futral, How will it act with like a .600+ lift based on an LSK lobe ???
If you really want to get into the details, David Vizard's valve train book looks at the affect of lift, the affect of duration, etc. and has a lot of curves in there with a ton of data. It would probably help you decide better.
TECH Senior Member
Joined: Mar 2004
Posts: 14,620
Likes: 17
From: BFE
Duration keeps the valve open longer and lifts well, further.
Both contributing at bigger charges on intake side and better exhaust scavenging on exhaust side.
That is why with big lift it puts more stress on components and proper items need to be used (this applies to lifter internals as well)
There are .670 lift springs on the market one of them is PRC platinums. You can run those all day with LSK lobes.
Now the lifter problems we face with big lifts is due to two things:
1- stockers have to short of a body (base circle is smaller so lifter goes deeper in galley), Morel and NEW Cadillac GM lifter deal with that
2- More spring pressure pushes harder against lifter internals and lifter has to work harder on pump up to push the p-rod back.
This is a link with some Lehman litterature:
http://www.auto-ware.com/combust_bytes/camspecs.html
Both contributing at bigger charges on intake side and better exhaust scavenging on exhaust side.
That is why with big lift it puts more stress on components and proper items need to be used (this applies to lifter internals as well)
There are .670 lift springs on the market one of them is PRC platinums. You can run those all day with LSK lobes.
Now the lifter problems we face with big lifts is due to two things:
1- stockers have to short of a body (base circle is smaller so lifter goes deeper in galley), Morel and NEW Cadillac GM lifter deal with that
2- More spring pressure pushes harder against lifter internals and lifter has to work harder on pump up to push the p-rod back.
This is a link with some Lehman litterature:
http://www.auto-ware.com/combust_bytes/camspecs.html
Originally Posted by ~ever~
Well i know how much stress a higher lift puts on all the components btu Im curious as to how much HPor how the lift will change the HP curve or TQ curve.
Reading a lot here and there let me think that lift is not the only trick to consider, but the valve events in globality and at every lift (0.006/0.050/0.200/etc) is the real brain of you airflow (idealy balanced with the specificity of your heads) and will dictate the "in-air" vs "compressed-air" vs "burned-air" vs "escappe-air" wich is about producing power in an engine using fuel and air.
The valves events have to be looked precisely at every position and motion of the lobe of the cam and from one lobe vs the other on the same cylinder but also vs the others cylinder depending of your intake and exhaust to establish the speed of columns of gas accelerating vs the negative accelerations of the culomn creating some counter pressure plus the over lapping motion to include in the equation.....
Some are real strong specialist about cams, just listen deeply to the right one.
Just my actual thought in my learning process.
Christian