TR 230/224 "reverse split" cam dyno results
Adkoonerstrator
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From: Deep in the seedy underworld of Koonerville
Re: TR 230/224 "reverse split" cam dyno results </font><blockquote><font size="1" face="Verdana, Helvetica, sans-serif">quote:</font><hr /><font size="2" face="Verdana, Helvetica, sans-serif">Originally posted by Patrick G:
<strong>
I think a "reverse split" duration cam would help a Super Stroker even more than a stock displacement LS1 because they are more intake restricted.</strong></font><hr /></blockquote><font size="2" face="Verdana, Helvetica, sans-serif">I feel the same way about that. Consider this: a 422 consumes the same amount of air at 5600rpm that a 346 consumes at 6800 rpm. A big motor might benefit from a reverse split much like your motor but, lower in the rpm range...like a 422 actually needs more power. <img border="0" title="" alt="[Eek!]" src="gr_eek2.gif" />
Who's gonna be the first to slap one of these in there 400+ci motor and due back to back dynos? <img border="0" title="" alt="[Big Grin]" src="gr_grin.gif" />
Great results! <img border="0" title="" alt="[Smile]" src="gr_stretch.gif" />
John
<strong>
I think a "reverse split" duration cam would help a Super Stroker even more than a stock displacement LS1 because they are more intake restricted.</strong></font><hr /></blockquote><font size="2" face="Verdana, Helvetica, sans-serif">I feel the same way about that. Consider this: a 422 consumes the same amount of air at 5600rpm that a 346 consumes at 6800 rpm. A big motor might benefit from a reverse split much like your motor but, lower in the rpm range...like a 422 actually needs more power. <img border="0" title="" alt="[Eek!]" src="gr_eek2.gif" />
Who's gonna be the first to slap one of these in there 400+ci motor and due back to back dynos? <img border="0" title="" alt="[Big Grin]" src="gr_grin.gif" />
Great results! <img border="0" title="" alt="[Smile]" src="gr_stretch.gif" />
John
Re: TR 230/224 "reverse split" cam dyno results I think it is all just a guessing game at this point.. The new cam worked for Patricks setup and that is what counts.. If I tried it I might actually lose.. Who knows..? I would think you would have to do alot of R&D to find that answer out. To prove Johns theory you would have to talk Patrick into going back to Thunder and putting in the 227/227.. Unless someone is willing to pay for it I think Patrick is staying with the new cam..
D(irecto)r Pepper
Joined: Nov 2001
Posts: 1,952
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From: Houston Raceway Park...in TEXAS.
Re: TR 230/224 "reverse split" cam dyno results I don’t know folks.
I think the extra power could just be due to the extra duration.
Same results might have been made with just adding the duration to the exhaust or running the same numbers split between the two in a single pattern.... such as a 227/227.
I see nothing concrete here.
Also the early SAM heads might have a poor intake design and may have NEEDED the extra intake duration as a "crutch" for a poor out dated design.
Just some thoughts....
I think the extra power could just be due to the extra duration.
Same results might have been made with just adding the duration to the exhaust or running the same numbers split between the two in a single pattern.... such as a 227/227.
I see nothing concrete here.
Also the early SAM heads might have a poor intake design and may have NEEDED the extra intake duration as a "crutch" for a poor out dated design.
Just some thoughts....
Thread Starter
Joined: Nov 2001
Posts: 8,246
Likes: 34
From: Victoria, TX
Re: TR 230/224 "reverse split" cam dyno results Vince,
You make a good point. It would be interesting to continue trying new cams. It's hard to get consistent, repeatable results on a chassis dyno. An engine dyno would be more precise, but very few shops have them. To make the test more definitive, I chose to go with a BIGGER reverse split than others might be comfortable with. A 3 degree reverse split might not show anything, but a 6 degree SHOULD. Same goes with single pattern cams. If you have a 224/224 cam and want to test a larger cam, you'll see a more noticeable change by going to a 230/230 cam than a 227/227 cam...that's why I chose the 230/224 reverse split. It was big enough of a split to actually see if it would do any good. In my case I would have to say yes. No loss down low and plenty of gain up high...oh and the sound...YESSSSSS! <img border="0" title="" alt="[Big Grin]" src="gr_grin.gif" />
You make a good point. It would be interesting to continue trying new cams. It's hard to get consistent, repeatable results on a chassis dyno. An engine dyno would be more precise, but very few shops have them. To make the test more definitive, I chose to go with a BIGGER reverse split than others might be comfortable with. A 3 degree reverse split might not show anything, but a 6 degree SHOULD. Same goes with single pattern cams. If you have a 224/224 cam and want to test a larger cam, you'll see a more noticeable change by going to a 230/230 cam than a 227/227 cam...that's why I chose the 230/224 reverse split. It was big enough of a split to actually see if it would do any good. In my case I would have to say yes. No loss down low and plenty of gain up high...oh and the sound...YESSSSSS! <img border="0" title="" alt="[Big Grin]" src="gr_grin.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.
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.
On The Tree
Joined: Jan 2002
Posts: 164
Likes: 0
From: Carrollton, TX
Re: TR 230/224 "reverse split" cam dyno results Patrick,
Will be easier to see if extra duration on exhaust side helps you and how it helps you.
Run 1.8 rockers on the exhaust side this will show you how power is affected by increasing duration and lift on the exhaust side.
Will be easier to see if extra duration on exhaust side helps you and how it helps you.
Run 1.8 rockers on the exhaust side this will show you how power is affected by increasing duration and lift on the exhaust side.
