Well, a typical cup car runs 500ish miles at 260-280 without issue, but they are designed to do so. Having said that, Darth didn’t run at 260 but for a couple minutes tops, so it’s fine. Actually helps set rings quicker with some heat in the cylinders. Oil keeps all moving parts including bearings cool, and he’s got plenty of oil volume and pressure, so there’s no issues here at all.
I’m just glad He’s got a new set of slicks on the car. He’s gonna need them.

 

So the engine feels really strong at only 30 % throttle?

 

I believe it. The torque these motors have is just insane!

 

Yup. Big cube torque. All the cool kids are doing it. Yours will be the same way.

 

When i read "after third hit i'm at 260" then "killed motor".. for a second.... i thought you actually killed it. lol

Not that you want to be doing it often, but reaching 260f for a second and then shut down to cool should be fine. It was probably meant to be.. you did some nice heat treating on the rings

 

You are the fifth person to tell me that. Lol. Yes by kill I meant turning the key counter clockwise to disable the motor. Not that I toasted the motor.

Not even really sure it got that high. Fluid was still coolish when it burped

 

For those of you who like the data...Loading up the rings, I did a bunch of third gear hits at 40% throttle then let up and coasted down in gear for deep vacuum.

Took about 1.8 seconds to go 30-60 in third at half throttle. Wideband error is pretty good, especially for a start up tune. Most of the errors are under 5%, with the occasional +/- 10% in there for good measure. I am planning to pull plugs and verify the WB readings that way.

Idles about 76 kpa, which is about where the old 428 build (on the older smaller cam) idled, but this cam is 10 degrees bigger on intake and 15 bigger on exhaust, so that similar intake vacuum is really quite good. It needs a LOT of air at idle, lol. I had to drill the hole in the blade out to ¼ inch and still raise the commanded idle air by 30%! Not sure if that means anything to you, but to me it says this motor is hungry for air, which is a good thing.

Only thing bugging me is I have a P0200 code, which is injector circuit resistance high. Can be a lot of things, but the most common appear to be:

· Bad/loose injector connector – (including bent pins, etc)
· Bad wiring – fatigue from heat, so getting ghost grounds, or not grounding at all
· Bad PCM

So I’m not even sure I’m getting full power right now. The midrange is stronger than I expected with this massive cam, though. Hitting in third at 3k rpm, pins you back. And I know those acceleration rates I mentioned above look slow, but I’m not into the meat of the power curve yet, and the rings aren’t fully seated. Still getting a lot of blowby / blue smoke.

Going to see if I can find a noid light in stock somewhere so I can inspect the injectors. If all eight are blinking, then I might have a bad pcm. I also had gotten the wrong knock subharness from Summit-Claus, so I’m waiting for the correct one. It’s possible the lack of connection to the knock sensors is causing that code too, but I doubt it. So I’m running very conservative timing until I get the knocks reading.

My father in law said he heard the car when I was about a mile and a quarter away from his house. So it’s LOUD, lol. Really felt good just to drive it again, though, as I said, I don't have full power yet. If for no other reason, the conservative timing.

OH and one other thing -- my gauge was showing 260, but the log shows it never got over 190.

 

Goodness that's ALOT of idle air
Fooled by analog gauges again....digital FTW!

 

It's a ton of idle air, and still at 76kpa at idle, so i't not like I'm giving it a ton of air to keep it running. it's just hungry. These solid rollers are amazing because you can run such a gnarly cam with tighter seat durations. Changes things up at the expense of springs.

 

Yeah unless you do tuning you don't really appreciate how much air that is if you drilled the TB and STILL had to add that much air via the tune.

 

Good to see things are going well for you.
I'm really happy for you this time around.
Tony's heads flow a lot of air so it's a good sign there is a lot of power to be made.
As I'm sitting here typing this message, my cat is humping the hell out of his sleeping blanket and purring his *** off. What a cheeky little bastard.
What you said about solid rollers has got me curious about mine because of the more aggressive ramp rates than the camshaft you are using.
You once told me that once you experience the way a solid drives/feels you will find it difficult to go back to a hydraulic.
So those LS7 heads do make torque after all hey?
3k and already pulling you back in the seat is a great thing.
I'm also curious what my idle requirements will be with this AFR casting.
When the time comes I can post some data.
Keep fixing that engine and you will eventually get it running right.

 

Thanks! Yes they do. But typically the heads that flow great up top don't do as well at lower rpm, and especially with a cam like mine that is going to make low rpm flow very compromised. it's really more a testament to airspeed than to gross flow. airspeed is what fills the cylinder after BDC and gives you that midrange grunt. In this case, the airspeed on these heads is good enough to mechanically tame the cam. I've never actually experienced it before short of adding boost to keep the air moving in the right direction. It's also what will enable the car to run in fifth gear at 35 mph even with this cam.
What the aggressive ramp rates do is give you the same overlap at 050 and more overlap (well, less negative) at the higher lifts, but reduces the overlap seat to seat, which will surprise you as to how much it impacts idle quality. Going to faster ramp rates can decrease your seat to seat overlap by as much as ten degrees. Significant impact to idle vacuum. Mine, honestly, the cam does not sound as big as it is. The trade off on ramp rates is springs and valvetrain weight. You have to have the valvetrain to control the valves. faster ramp rates go beyond even acceleration to jerk intensity - which is the derivative of acceleration - and snap intensity - derivative of jerk. It's amazing that you can end up in fourth order differentials to understand valve dynamics, but you have to keep in mind that momentum can overcome acceleration, jerk, and snap momentarily, so you have to build in resistance to momentum to keep everything in contact.
Somehow people are always surprised by this. Airspeed-airspeed-airspeed. That short side radius on the ls7 casting is so good. it keeps the airspeed differential from intradus to extradus smaller than the other castings with a tighter turn.
Likely not nearly like mine. I'm running a ton more lift, and your vacuum will be better due to a smaller overall cam, even only by a little, but also the longer runners on your intake. I think you'll find yours isn't near the PITA mine is for tuning.

 

I just checked and we both have the same IVC point.
So in theory your engine will pull higher.
A cathedral would need an IVC of 58 or so for same RPM range as the LS7 style head.
Both of our heads have fantastic air speed.
I bet Tony does sacrifice a little total flow for max air speed which makes good sense.
So 29 degrees of overlap vs 24 warm for me.
A good head always lets you get away with more camshaft before the idle starts to suffer.
I am expect mine to also have a somewhat tame idle.
In regards to springs, Tony has us both sorted.
We are using the same spring I believe...
BTW my comment in regards to the LS7 making torque I was just poking a little fun!

 

I couldn't stand it any more and fixed the exhaust tips...

 

If you're still getting P0200 keep in mind the coil power circuits pull from the same source as the injectors.

 

Thanks! Good tip. The other thing i have is I never hooked up my knocks. I have also read that can cause the error. My hope is to get to it today, plug them in, and clear the code. See if it bounces back.

Also gonna grab a noid light kit to validate injectors are getting signal. My grounds are good. I moved them up front.

The car never gave this error before. And I have been on the ign1a for a while now. I did have to fight the harness to get the coils in this time for some reason, so it is also possible I damaged the harness.

If you think of anything else please let me know.

 

with the P0200 if your using DBW TB you may have to do a TB relearn ........ Also your O2s can have an impact
is it the only code its throwing?

 

Other code is maf because it is speed density. P200 only important code.

Cable throttle

 

Rules out TB if cable. The O2s are the only thing other than IGN/injectors, which show up consistently when P0200 is thrown.... IGN and Injectors 1st and if problem not found the O2s would be where id look next

 

forgot to mention last resort.... Just a one reference to fuel pump
You stated in earlier post you had to add heaps more air to tune, the TB references P0200 when airflow differs so TB relearn is required. Its something to look at as last resort also... The four possible causes i can see for P0200 starts with Injectors, IGN, O2s and TB