TFS 245 vs. TFS 260
03-12-2019, 04:47 PM
#141
No cause i was curious and asked... Want more with no compromises, while not being a trailor queen. Everthing plays 2nd fiddle to the engine for me and what it wants. Not the other way around. Just Cdubbzz hp #'s with less CI for the street = more rpm and compression. Darn it that guy Flyin did what i'm thinking with a 418 and ls3 heads. Wish i had the cam spec's cause the rest of the build is listed. Lol. May have that and the 800 hp engine talked about spec's.
Hammer same gear just with a 4l80e trans 4000 single disc stall for 7500 and a 6200 8inch stall is neeeded for 8k all for the STREET.
Floorman that was a 1off head done for the EMC. Not typical CNC cost which i listed. Add parts and cost of heads = under 10k from 1 of if not the best porters in the world.
Hammer same gear just with a 4l80e trans 4000 single disc stall for 7500 and a 6200 8inch stall is neeeded for 8k all for the STREET.
Floorman that was a 1off head done for the EMC. Not typical CNC cost which i listed. Add parts and cost of heads = under 10k from 1 of if not the best porters in the world.
Last edited by Smokey B; 03-12-2019 at 05:25 PM.
03-12-2019, 05:26 PM
#142
10 Second Club
03-12-2019, 05:44 PM
#143
Hammer stay with me cause i like you ..... Those are liberty castings that the young man made that head from. Will be on par with most ls3 heads. No one talks about the vic jr 11 degree canted valve ls3 heads
Last edited by Smokey B; 03-12-2019 at 05:52 PM.
03-12-2019, 05:55 PM
#145
10 Second Club
03-12-2019, 06:02 PM
#146
Correct brother.
There doing this to trick a larger port that port speed and velocity are higher than they really are with higher lifts and shorter duration. = Large amounts of air & fuel <(hp 101 rule #4) in a shorter time or duration. Reason why gm ports get larger and larger?
Side note
Would like for you and Darth to consider what i'm saying from what i've read port size really don't matter if cammed correct (the head sizing YB thread). Those cdubbzz heads & intake have some csa. I know of Chris work & think if the cam peaked at 7k or Even 6000 rpm. You get the Best of both worlds that utilizes 100% of the heads and intake. With the cam selecting the rpm point. Seems to be what i see done in competition *emc. Basic supply and demand. And let the cam run the rpm for a given stroke. Heck e85 and higher compression haven't even been considered yet LoL. That's what cubes do for you. And that thing is a street engine lol with over 800 na hp. Just telling someone that is funny.
Would like for you and Darth to consider what i'm saying from what i've read port size really don't matter if cammed correct (the head sizing YB thread). Those cdubbzz heads & intake have some csa. I know of Chris work & think if the cam peaked at 7k or Even 6000 rpm. You get the Best of both worlds that utilizes 100% of the heads and intake. With the cam selecting the rpm point. Seems to be what i see done in competition *emc. Basic supply and demand. And let the cam run the rpm for a given stroke. Heck e85 and higher compression haven't even been considered yet LoL. That's what cubes do for you. And that thing is a street engine lol with over 800 na hp. Just telling someone that is funny.
There doing this to trick a larger port that port speed and velocity are higher than they really are with higher lifts and shorter duration. = Large amounts of air & fuel <(hp 101 rule #4) in a shorter time or duration. Reason why gm ports get larger and larger?
Last edited by Smokey B; 03-12-2019 at 07:19 PM.
03-12-2019, 11:26 PM
#147
This is how i spec a build to make hp. Stolen from C. Straub.
Piston Speed of the engine combination: Demand we have to meet.
Induction and Exhaust: The potential to satisfy the Demand
Camshaft: The brain that lets the Potential satisfy the Demand.
Piston Speed of the engine combination: Demand we have to meet.
Induction and Exhaust: The potential to satisfy the Demand
Camshaft: The brain that lets the Potential satisfy the Demand.
03-14-2019, 11:15 AM
#148
Not saying you don't know anything, but I'm telling you, your logic is wrong for a street car. Doesn't take a genius to see that. The analogy about the cam you made above has some truth to it, but a short/mid length metal intake by design can never out torque a fast or msd, assuming both have cams specced for each. I will continue to waste my money on the Mamo msd, paired with the mamo heads, and making very close to sheet metal horsepower but 10% more average tq, and 5% more average hp. Assuming I assemble it all right......fingers crossed lol
Hopefully next you will accept the rest of the points
03-14-2019, 11:20 AM
#149
Again it's all about the intent of the combo. I've had 2 prior builds with FAST intakes make good HP:CI, were quick and drove really well....but that was my intent just like the OP's. My 395ci w/ 243's made 500/500, my 408 w/ 237cc cathedral Trickflows made 565/520
I didn't have this bad *** n/a pump gas engine built to see a dyno curve from idle to 5500. As a matter of fact I can't recall ever seeing someone dyno/measure a bad *** engine below 5k. What's the point? Is it gonna drive like my DD? Hell no and I never would expect it to!
I didn't have this bad *** n/a pump gas engine built to see a dyno curve from idle to 5500. As a matter of fact I can't recall ever seeing someone dyno/measure a bad *** engine below 5k. What's the point? Is it gonna drive like my DD? Hell no and I never would expect it to!
If you have an auto different story with a stall converter.
03-14-2019, 05:03 PM
#151
If your not going to gear it correctly what's the point. Move it down (rpm) you say. Got a build Very similar to the 800 talked about just a 436. Tq on the dyno starts at 3k and it peaked at 5700. Not saying this is whats needed but, to the point of rpm, cam and runner length.
677 at 5700 with tq never below 600 from 3500 to 6800 & a 7k peak rpm -11.5 compression. Lift & shorter duration? As stated 100% all the the time is better than 90 to 85 % even with the perfect plastic intake. They've gone as low as 6500 and still no plastic intake? I understand hood clearance and the tq of the fast or msd and how the dyno tq curve is so flat... Just making a simple point. 240 @ .050 cam did this. Cdubbzz and SAM engines are Very similar just cam differences to be honest.
https://www.scribd.com/document/3394...ters-Fall-2014
677 at 5700 with tq never below 600 from 3500 to 6800 & a 7k peak rpm -11.5 compression. Lift & shorter duration? As stated 100% all the the time is better than 90 to 85 % even with the perfect plastic intake. They've gone as low as 6500 and still no plastic intake? I understand hood clearance and the tq of the fast or msd and how the dyno tq curve is so flat... Just making a simple point. 240 @ .050 cam did this. Cdubbzz and SAM engines are Very similar just cam differences to be honest.
https://www.scribd.com/document/3394...ters-Fall-2014
Last edited by Smokey B; 03-14-2019 at 05:24 PM.
03-14-2019, 08:34 PM
#154
If your not going to gear it correctly what's the point. Move it down (rpm) you say. Got a build Very similar to the 800 talked about just a 436. Tq on the dyno starts at 3k and it peaked at 5700. Not saying this is whats needed but, to the point of rpm, cam and runner length.
677 at 5700 with tq never below 600 from 3500 to 6800 & a 7k peak rpm -11.5 compression. Lift & shorter duration? As stated 100% all the the time is better than 90 to 85 % even with the perfect plastic intake. They've gone as low as 6500 and still no plastic intake? I understand hood clearance and the tq of the fast or msd and how the dyno tq curve is so flat... Just making a simple point. 240 @ .050 cam did this. Cdubbzz and SAM engines are Very similar just cam differences to be honest.
https://www.scribd.com/document/3394...ters-Fall-2014
677 at 5700 with tq never below 600 from 3500 to 6800 & a 7k peak rpm -11.5 compression. Lift & shorter duration? As stated 100% all the the time is better than 90 to 85 % even with the perfect plastic intake. They've gone as low as 6500 and still no plastic intake? I understand hood clearance and the tq of the fast or msd and how the dyno tq curve is so flat... Just making a simple point. 240 @ .050 cam did this. Cdubbzz and SAM engines are Very similar just cam differences to be honest.
https://www.scribd.com/document/3394...ters-Fall-2014
03-14-2019, 08:43 PM
#155
ModSquad
iTrader: (6)
Not to be picky but based on the SAM 436ci combo everything is the same as my engine except the block, bore size, crank, rod type, rod length, pistons, ring set, heads, intake, throttle body, cam type, cam size, pushrods, compression, oiling system, ignition, header style and header size.
03-14-2019, 10:38 PM
#157
Based on LS7 heads with more than 410 cfm @ .700 over 275cc using a intake valve over 2.20 & Carb style intake. Bore larger than 4.125. With a stroke of nothing less than 4 inches. Compression under 12.5 Basic free flowing system. It's not rocket science talked 2 Straub often as well as others on the subject. You all may have not used the exact part for each thing but the basic size and hardware used are more closer than being opposites.
Last edited by Smokey B; 03-14-2019 at 10:44 PM.
03-15-2019, 06:49 AM
#159
I do like the ls3 heads if you are goona spin above 7500, and 8000 shift point with the metal intake would be worth ditching the plastic because I would actually be using 90% of the power I gained, but I'm not, and I'm shifting right around 7400.
get the cam specced to help with the low end as Smokey mentioned, 2 piece front cover with the hex adjust timing set, advance retard as necessary to peak and hold rpm at 7500 for the 8000,8100 shift point
get the cam specced to help with the low end as Smokey mentioned, 2 piece front cover with the hex adjust timing set, advance retard as necessary to peak and hold rpm at 7500 for the 8000,8100 shift point
03-15-2019, 07:00 AM
#160
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Originally Posted by cdubbzz
Not to be picky but based on the SAM 436ci combo everything is the same as my engine except the block, bore size, crank, rod type, rod length, pistons, ring set, heads, intake, throttle body, cam type, cam size, pushrods, compression, oiling system, ignition, header style and header size.