general cam question
TECH Senior Member
Joined: Mar 2004
Posts: 14,620
Likes: 17
From: BFE
Originally Posted by Alex @ CMS
I am Aware of How VE is calculated.....
We just have Different Points of View On Cam Theory;
On this cam We will just have to agree to disagree.
We just have Different Points of View On Cam Theory;
On this cam We will just have to agree to disagree.
Last edited by PREDATOR-Z; May 11, 2007 at 11:17 AM.
TECH Senior Member
Joined: Mar 2004
Posts: 14,620
Likes: 17
From: BFE
Originally Posted by ty_ty13
Intake on LS motors can be a crutch and will affect how much later you peak as well.
IMO LS2 ported intake with NW 90 TB and retarding the cam to straight up (0*) advance will free some ponies and allow farther reving.
Other option is to get a better cam for your boost purpose
Originally Posted by Alex @ CMS
Dont worry, i have the info you sent over and i'm running the numbers to see if there is anything you can do to make more power with the cam that you have.
ill see where that gets me
Originally Posted by ty_ty13
i went back and looked at what my timing was and from 4krpms and up its a flatline of 15* timing... im not sure why i forgot to look at that... ill try putting more timing in at the line and dip it at and around peak torque and then add some more after peak torque up to peak HP and then level it off...
ill see where that gets me
ill see where that gets me
@ 13psi i would be conservative on the timing considering you are a bit on the lean side. Are you on 91 or 93?
If you are going to add more timing add .3-.5 more fuel across the board to help lower those combustion chamber temps.
I Agree with Z bout retarding it 2 degrees to try and get some more power up top, but really the only good fix is a better matched cam. I forgot to ask are you a m6/a4/a3?
Originally Posted by Alex @ CMS
Is the Dyno Sheet you faxed over in Pump Gas?
@ 13psi i would be conservative on the timing considering you are a bit on the lean side. Are you on 91 or 93?
If you are going to add more timing add .3-.5 more fuel across the board to help lower those combustion chamber temps.
I Agree with Z bout retarding it 2 degrees to try and get some more power up top, but really the only good fix is a better matched cam. I forgot to ask are you a m6/a4/a3?
@ 13psi i would be conservative on the timing considering you are a bit on the lean side. Are you on 91 or 93?
If you are going to add more timing add .3-.5 more fuel across the board to help lower those combustion chamber temps.
I Agree with Z bout retarding it 2 degrees to try and get some more power up top, but really the only good fix is a better matched cam. I forgot to ask are you a m6/a4/a3?
After you guys are done answering the orignal posters questions ,can you maximize this cam for me? Or recommend a completely different one.
226/226 112 110
IVO 3 BTDC
IVC 43
EVO 47
EVC 1 BTDC
Overlap 2
Right now it's exhaust biased 1deg so it won't carry well past the peak. I estimate the peak to be at 6300 with IVC of 43. I want to shift at 6500 so I don't know if that's too high or not. EVO of 47 will give me good daily driving torque. This car is all about the street. I will go to the track maybe twice a year. If I loose a .1, but have a much street friendly cam that's fine.
I don't know what to do about having it intake biased AND not pushing the peak higher. I guess you can't have your cake and eat it too. I was hoping you guys can help me out with that.
Mods will be, ss3600, LS6 intake, ported TB, 3.23 gear, LTs, bolt ons. 00 Z28. I want the cam to be on XE-R lobes so I can use 918s. Stock heads that I'll either mill or use a 0.040 gasket to bring back lost compression.
So the second part of the question is how much should I mill by itself or mill and use the 0.040 gasket?
----------
side note
When I tried 226/226 110 110 I also get a IVC of 43, but overlap is now 6. So will it have the same peak? How will the power band differ?
226/226 112 110
IVO 3 BTDC
IVC 43
EVO 47
EVC 1 BTDC
Overlap 2
Right now it's exhaust biased 1deg so it won't carry well past the peak. I estimate the peak to be at 6300 with IVC of 43. I want to shift at 6500 so I don't know if that's too high or not. EVO of 47 will give me good daily driving torque. This car is all about the street. I will go to the track maybe twice a year. If I loose a .1, but have a much street friendly cam that's fine.
I don't know what to do about having it intake biased AND not pushing the peak higher. I guess you can't have your cake and eat it too. I was hoping you guys can help me out with that.
Mods will be, ss3600, LS6 intake, ported TB, 3.23 gear, LTs, bolt ons. 00 Z28. I want the cam to be on XE-R lobes so I can use 918s. Stock heads that I'll either mill or use a 0.040 gasket to bring back lost compression.
So the second part of the question is how much should I mill by itself or mill and use the 0.040 gasket?
----------
side note
When I tried 226/226 110 110 I also get a IVC of 43, but overlap is now 6. So will it have the same peak? How will the power band differ?
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Originally Posted by ty_ty13
93oct pump gas... and i have a th350
You can always try retarding the cam if you do your own labor.... but if you have to take it to a shop for the amount of work required i would go with a spec'd cam.
TECH Senior Member
Joined: Mar 2004
Posts: 14,620
Likes: 17
From: BFE
Originally Posted by Alex @ CMS
Tyler the power you are making through a th350 on pump gas is HUGE!
You can always try retarding the cam if you do your own labor.... but if you have to take it to a shop for the amount of work required i would go with a spec'd cam.
You can always try retarding the cam if you do your own labor.... but if you have to take it to a shop for the amount of work required i would go with a spec'd cam.
this is a 408 single plane gmpp with a sheet metal elbow... FMIC, 93 pump gas, tried to dial it at 12.0 a/f ( are you saying you want it to be at 11.7? i can do that but will it help accelerate or just be safer?) stock 241 heads with a little bowl work, 1.75 headers, dyno mouth exhaust, 12 bolt 4.10, 28'' drag radials.
like i said i need to stretch the power out some more... maybe giving the timing table a smoother curve rather than a flat line will give me an extened HP range.... if you look the TQ and HP peak with in 300rpms of each other which is crazy!
like i said i need to stretch the power out some more... maybe giving the timing table a smoother curve rather than a flat line will give me an extened HP range.... if you look the TQ and HP peak with in 300rpms of each other which is crazy!
TECH Senior Member
Joined: Mar 2004
Posts: 14,620
Likes: 17
From: BFE
Originally Posted by ty_ty13
this is a 408 single plane gmpp with a sheet metal elbow... FMIC, 93 pump gas, tried to dial it at 12.0 a/f ( are you saying you want it to be at 11.7? i can do that but will it help accelerate or just be safer?) stock 241 heads with a little bowl work, 1.75 headers, dyno mouth exhaust, 12 bolt 4.10, 28'' drag radials.
like i said i need to stretch the power out some more... maybe giving the timing table a smoother curve rather than a flat line will give me an extened HP range.... if you look the TQ and HP peak with in 300rpms of each other which is crazy!
like i said i need to stretch the power out some more... maybe giving the timing table a smoother curve rather than a flat line will give me an extened HP range.... if you look the TQ and HP peak with in 300rpms of each other which is crazy!
And your heads are way too small for those cubes. Reason you're peaking so early is because you're unnable to supply it enough air.
PP 4.030 bore LQ9 heads with 227cc runners would be nice.
Also the elbow should be as short as possible (you do not want to increase plenum too much on that intake)