LS1 Camshaft Engine Dyno Comparision
09-09-2008, 07:58 PM
#42
Teching In
Join Date: Sep 2008
Posts: 11
Likes: 0
Received 0 Likes
on
0 Posts
Spec's of std cam. Not sure if i missed it, but what are the spec's of the std cam used for the baseline? Would be helpfull to know for accurately comparing power gains from the other cams. I have just received my order from Texas Speed and i chose a 228r before this testing was done so i'm fairly happy with the choice. I'm suprised at the power and torque the bigger cams have down low compared to the 228r, i assumed they would have been more upper RPM cams - on reflection i should have gone bigger even though i wanted it streetable.
Cheers Mike [from New Zealand].
Cheers Mike [from New Zealand].
Last edited by HSVGTS300; 09-10-2008 at 07:02 PM. Reason: Spelling mistake
09-09-2008, 11:46 PM
#43
11 Second Club
iTrader: (2)
Join Date: Jul 2006
Location: Clifton NJ
Posts: 278
Likes: 0
Received 0 Likes
on
0 Posts
Not sure if i missed it, but what are the spec's of the std cam used for the baseline? Would be helpfull to know for accurately comparing power gains from the other cams. I have just received my order from Texas Speed [well 1/2 of it] and i chose a 228r before this testing was done so i'm fairly happy with the choice. I'm suprised at the power and torque the bigger cams have down low compared to the 228r, i assumed they would have been more upper RPM cams - on reflection i should have gone bigger even though i wanted it streetable.
Cheers Mike [from New Zealand].
Cheers Mike [from New Zealand].
09-10-2008, 04:46 AM
#45
Not sure if you saw this, so I brought it in from your other thread:
Jason & TSP,
One thing that I would be very interested in is to select a setup that is pushing power to say 6,500 RPM or so and then swap out the 5/16 pushrods for 3/8 pushrods and re-dyno. I have always suspected pushrod flex to be playing a role in power development in these motors and they are often overlooked. I also suspect this may play into some of the damaged cam lobes we have seen recently. This would be excellent information to have.
Jason & TSP,
One thing that I would be very interested in is to select a setup that is pushing power to say 6,500 RPM or so and then swap out the 5/16 pushrods for 3/8 pushrods and re-dyno. I have always suspected pushrod flex to be playing a role in power development in these motors and they are often overlooked. I also suspect this may play into some of the damaged cam lobes we have seen recently. This would be excellent information to have.
09-10-2008, 07:19 AM
#46
TECH Regular
Join Date: Mar 2006
Location: Rolesville, NC
Posts: 471
Likes: 0
Received 0 Likes
on
0 Posts
Great stuff.
I would also like to see more low end under 4000 rpm torque and 6000 to 7200 rpm HP info.
Not every one uses an auto with a stall or drag race. Many of use use manual trans and road race. So low end 2500 to 4000 rpm ( simulating getting out of corners quickly) is very important. along with the Instant SOTP feeling or accelerations. Maybe why I like my little 224 cam over some of the bigger cams.
I would also like to see more low end under 4000 rpm torque and 6000 to 7200 rpm HP info.
Not every one uses an auto with a stall or drag race. Many of use use manual trans and road race. So low end 2500 to 4000 rpm ( simulating getting out of corners quickly) is very important. along with the Instant SOTP feeling or accelerations. Maybe why I like my little 224 cam over some of the bigger cams.
09-10-2008, 08:00 AM
#47
Great information, and thanks for posting.
Can you clarify for each cam what is the installed ICL. A lot of people over look this when choosing and installing a cam, but I think it's critical. I would love to see a timing sweep on any of these cams to see if the torque dip in the bottom end can be cleared up, and to see if the power peak can be moved to the left a bit. Any of these cams may become more friendly on the street if they were advanced (the SOTP results may be better). For reference, I have a 228 / 228 cam ground with 114 LSA that I intend to install at 109 ICL. Most people put this cam in at 114 ICL, but I think that's too late. I would love to know the difference.
Can you clarify for each cam what is the installed ICL. A lot of people over look this when choosing and installing a cam, but I think it's critical. I would love to see a timing sweep on any of these cams to see if the torque dip in the bottom end can be cleared up, and to see if the power peak can be moved to the left a bit. Any of these cams may become more friendly on the street if they were advanced (the SOTP results may be better). For reference, I have a 228 / 228 cam ground with 114 LSA that I intend to install at 109 ICL. Most people put this cam in at 114 ICL, but I think that's too late. I would love to know the difference.
09-10-2008, 09:06 AM
#48
Thanks for all the ideas & comments guys! The larger pushrod test is coming next week. I had to modify our head a little bit to fit the larger pushrod so we didn't test it previously. I'll let you know on our findings!
__________________
Jason
Co-Owner, Texas Speed & Performance, Ltd.
2005 Twin Turbo C6
404cid Stroker, 67mm Twins
994rwhp/902lb ft @ 22 psi (mustang dyno) www.Texas-Speed.com
Jason
Co-Owner, Texas Speed & Performance, Ltd.
2005 Twin Turbo C6
404cid Stroker, 67mm Twins
994rwhp/902lb ft @ 22 psi (mustang dyno) www.Texas-Speed.com
09-10-2008, 11:56 AM
#50
sure my friend, I'll make that happen for you Mr. Powertalk
__________________
Jason
Co-Owner, Texas Speed & Performance, Ltd.
2005 Twin Turbo C6
404cid Stroker, 67mm Twins
994rwhp/902lb ft @ 22 psi (mustang dyno) www.Texas-Speed.com
Jason
Co-Owner, Texas Speed & Performance, Ltd.
2005 Twin Turbo C6
404cid Stroker, 67mm Twins
994rwhp/902lb ft @ 22 psi (mustang dyno) www.Texas-Speed.com
09-10-2008, 03:23 PM
#53
As a potential customer I want to say that while some people may bash I think most of us can over look that, however, I also must say this take my kickball and go home thing is also turning me off. Let's please just see the rest of the results of what you did and said you were posting. Thank You.
Two questions.
Was anything tried with a bigger LSA like 113 or 114 on the torquer 3 or smaller cams? That's something I would really be interested in. As a big LSA makes for a nice idle and driver. So a shorter duration cam like the torquer 3+113LSA+ would be very interesting to me
Second. When will the new cams and 5.3 heads be available as I will be needing them. Waiting isn't a problem, just wondering. Should we expect the pricing to stay the same or change vs todays prices?
Two questions.
Was anything tried with a bigger LSA like 113 or 114 on the torquer 3 or smaller cams? That's something I would really be interested in. As a big LSA makes for a nice idle and driver. So a shorter duration cam like the torquer 3+113LSA+ would be very interesting to me
Second. When will the new cams and 5.3 heads be available as I will be needing them. Waiting isn't a problem, just wondering. Should we expect the pricing to stay the same or change vs todays prices?
Last edited by Aaron91RS; 09-10-2008 at 03:31 PM.
09-10-2008, 03:59 PM
#55
TECH Regular
Join Date: Mar 2006
Location: Rolesville, NC
Posts: 471
Likes: 0
Received 0 Likes
on
0 Posts
Coolant temp should be around 200 and oil temp around 180-200, then oil pressure is about 10 psi per 1000 rpms for best results, IIRC.
When Oil is not warmed up enough, the pressures go up.
09-10-2008, 04:07 PM
#56
I can't speak to the oil pressure as I wasn't there and am not familiar with the dyno. But the A/F is easy...one wasn't plugged into the exhaust and reads a constant number in that state.
__________________
Largest Stocking Distributor of LS-x Engines / CHECK OUT OUR NEW WEBSITE!
COMP - FAST - PACESETTER - DIAMOND RACING - EAGLE SPECIALTY PRODUCTS - CALLIES - COMETIC GASKETS
RAM CLUTCHES - MOSER ENGINEERING - KOOK'S HEADERS - ARP - GM BOLTS AND GASKETS - MSD - NGK
POWERBOND - ASP - AND MORE!
Largest Stocking Distributor of LS-x Engines / CHECK OUT OUR NEW WEBSITE!
COMP - FAST - PACESETTER - DIAMOND RACING - EAGLE SPECIALTY PRODUCTS - CALLIES - COMETIC GASKETS
RAM CLUTCHES - MOSER ENGINEERING - KOOK'S HEADERS - ARP - GM BOLTS AND GASKETS - MSD - NGK
POWERBOND - ASP - AND MORE!
