cam for 416 l92
02-09-2007, 06:26 PM
#21
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Just to prove my point. We took 98 241 heads and installed a 2.1 intake valve and only ported them to a peak of ONLY 306.8 cfm's By going to a larger intake valve we were able to get more cfm's without changing the cc of the intake runner. This keeps the VELOCITY of the runners better. Then we setup a cam to build lots of cylinder pressure. With JUNK 98 241 heads we did 647 hp and 607 tq. with pump gas on the engine dyno. On the chassis dyno we made 538rwhp. and 507rwtq. through a 12 bolt and a single exhaust. Common sense more cylinder pressure = more horsepower. My VE's were 105-106% on the engine dyno...
02-10-2007, 09:21 AM
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Originally Posted by Trail 70
Just to prove my point. We took 98 241 heads and installed a 2.1 intake valve and only ported them to a peak of ONLY 306.8 cfm's By going to a larger intake valve we were able to get more cfm's without changing the cc of the intake runner. This keeps the VELOCITY of the runners better. Then we setup a cam to build lots of cylinder pressure. With JUNK 98 241 heads we did 647 hp and 607 tq. with pump gas on the engine dyno. On the chassis dyno we made 538rwhp. and 507rwtq. through a 12 bolt and a single exhaust. Common sense more cylinder pressure = more horsepower. My VE's were 105-106% on the engine dyno...
02-10-2007, 10:32 AM
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Originally Posted by cybernco
L92 416 CID Longblock came complete from L76 intake to oil pan; throttle body, flywheel, ported oil pump and 40 lb injectors intsalled. The total cost without shipping was $7874.00. 
Need I remind you I had to have it shipped to Hawaii? 
Interesting discussion on how LSA effects cilynder pressure. I'll run the Comp Cams custom grind 236/248 .580/.599 ground on a 113 LSA until we see more R & D on the L92 416 setup. My engine will be installed & tuned next week. So, since I haven't even started the engine yet, it's a little soon to be talking about changing the cam already. But, I'll take the info as food for thought. Thanks guys.
Need I remind you I had to have it shipped to Hawaii? Interesting discussion on how LSA effects cilynder pressure. I'll run the Comp Cams custom grind 236/248 .580/.599 ground on a 113 LSA until we see more R & D on the L92 416 setup. My engine will be installed & tuned next week. So, since I haven't even started the engine yet, it's a little soon to be talking about changing the cam already. But, I'll take the info as food for thought. Thanks guys.
who did you buy it from and what parts did they use? I am looking for that setup but was going to use all my LS1(6) parts but this maybe a better deal.
thanks
Bill
02-10-2007, 11:10 AM
#25
Originally Posted by Trail 70
Just to prove my point. We took 98 241 heads and installed a 2.1 intake valve and only ported them to a peak of ONLY 306.8 cfm's By going to a larger intake valve we were able to get more cfm's without changing the cc of the intake runner. This keeps the VELOCITY of the runners better. Then we setup a cam to build lots of cylinder pressure. With JUNK 98 241 heads we did 647 hp and 607 tq. with pump gas on the engine dyno. On the chassis dyno we made 538rwhp. and 507rwtq. through a 12 bolt and a single exhaust. Common sense more cylinder pressure = more horsepower. My VE's were 105-106% on the engine dyno...
02-10-2007, 04:18 PM
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Originally Posted by Bill's 02 Z-28 SS
Hi Cybernco,
who did you buy it from and what parts did they use? I am looking for that setup but was going to use all my LS1(6) parts but this maybe a better deal.
thanks
Bill
who did you buy it from and what parts did they use? I am looking for that setup but was going to use all my LS1(6) parts but this maybe a better deal.
thanks
Bill
Brian Gruben from Scoggin Dickey was the one who sold me the engine. His phone number is: 806-798-4000 ext 354
His e-mail address is: Brian Gruben (bgruben@sdpc2000.com)
Valve covers & harmonic ballancer are the only parts I'm using off my GTO.
02-11-2007, 09:51 AM
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All I was trying to tell you guys by just putting the biggest cam, best flowing heads, does not equal MORE power. Have fun wasting time and money figuring this out. I have learned my lesson......
02-11-2007, 09:57 AM
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Originally Posted by cybernco
Hi Bill,
Brian Gruben from Scoggin Dickey was the one who sold me the engine. His phone number is: 806-798-4000 ext 354
His e-mail address is: Brian Gruben (bgruben@sdpc2000.com)
Valve covers & harmonic ballancer are the only parts I'm using off my GTO.
Brian Gruben from Scoggin Dickey was the one who sold me the engine. His phone number is: 806-798-4000 ext 354
His e-mail address is: Brian Gruben (bgruben@sdpc2000.com)
Valve covers & harmonic ballancer are the only parts I'm using off my GTO.
Thanks - I was hoping you would say it was Brian from Scoggin Dickey. I have watching all the sponsors; they appear to be honest and very up front about everything. I am not stating the other sponsors are not honest or up front, it is just I feel very comfortable with what I have seen from SDPC and would want to do business with them.
Thanks
Bill
Last edited by Bill's 02 Z-28 SS; 02-11-2007 at 10:03 AM.
02-11-2007, 10:18 AM
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Originally Posted by Trail 70
All I was trying to tell you guys by just putting the biggest cam, best flowing heads, does not equal MORE power. Have fun wasting time and money figuring this out. I have learned my lesson......
02-11-2007, 11:17 AM
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If you can wait 2-3 weeks.... I am sure Koenig will have some good advice on a cam. He is working up specs right now for me. It will be a NA cam that is good for weekend 200 shot nitrous passes, Patriot springs, ported heads, and a 408 cubes. Should be bigger or smaller than some of the current cams out. Basically he will size it to what I need. I want it nasty in sound and a beast in power. With enough driveabity to go from stop light to stop light for cruising.
Sound like what you are looking for?
Sound like what you are looking for?
02-13-2007, 12:02 PM
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got my new cam specs they are 248/260 630/614 on a 113 what do you think will it make power thanks for the help.
Last edited by 1bigcam; 02-16-2007 at 11:39 AM. Reason: spelling
02-13-2007, 04:44 PM
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Lobe Seperation Angle There has been a some talk about the L92 liking camshafts to have a wider LSA. I was a little concerned because the Comp Cams rep recommended a 115 LSA and I insisted that the custom cam, they were making for me, have a 113 LSA. My 416 L92/L76 is going in this week so I can't say how it runs yet.
Originally Posted by JakeFusion™
I'd look into a Comp XE-R 236/248 .602"/.615" 115+0. The L92 heads and L76 intake require slightly different valve events than what we're used to seeing. Also, with a head that flows that well, you don't need as much overlap, so going with a wider LSA will help versus the big split.
Originally Posted by Trail 70
Ibigcam. I would not go with a 112lobe. You need a wider lobe to build cylinder pressure for the rpms of this engine. Talk to the engine builder and be more concern about centerlines and valves opening and closing events for the cycle. Tighter lobes on these heads need lots of rpms.
Last edited by cybernco; 02-13-2007 at 04:58 PM.
02-13-2007, 07:27 PM
#37
Originally Posted by cybernco
L92 416 CID Longblock came complete from L76 intake to oil pan; throttle body, flywheel, ported oil pump and 40 lb injectors intsalled. The total cost without shipping was $7874.00. Need I remind you I had to have it shipped to Hawaii?
Interesting discussion on how LSA effects cilynder pressure. I'll run the Comp Cams custom grind 236/248 .580/.599 ground on a 113 LSA until we see more R & D on the L92 416 setup. My engine will be installed & tuned next week. So, since I haven't even started the engine yet, it's a little soon to be talking about changing the cam already. But, I'll take the info as food for thought. Thanks guys.
Need I remind you I had to have it shipped to Hawaii? Interesting discussion on how LSA effects cilynder pressure. I'll run the Comp Cams custom grind 236/248 .580/.599 ground on a 113 LSA until we see more R & D on the L92 416 setup. My engine will be installed & tuned next week. So, since I haven't even started the engine yet, it's a little soon to be talking about changing the cam already. But, I'll take the info as food for thought. Thanks guys.
for that price i might have to get back in the game with a big cube setup. so that is with all brand new parts correct? absolutly awesome.
02-16-2007, 11:09 AM
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Originally Posted by Trail 70
All I was trying to tell you guys by just putting the biggest cam, best flowing heads, does not equal MORE power. Have fun wasting time and money figuring this out. I have learned my lesson......
I dropped a valve and ruined my LS2. Having to replace the whole long block, I figured 416 cubic inches was a real option. I'm an old school Pontiac 455 fan and just love torque. I looked at the L92 heads & L76 intake as a very cheap route to take. I paid $7874.00 for the whole longblock complete from intake to oil pan, 40 LB injectors, ported oil pump and custom cam included. I really didn't look at this as wasting money, but more of a good selection for a replacement engine for the cost. My goal wasn't to get the highest flowing heads & biggest cam to make the highest HP. My goal is to have a daily driver that can beat most other NA engine cars without spending too much money. That sure rules out the LS7 as a replacement engine, doesn't it? Hey, thanks for your input and have fun driving!
02-16-2007, 11:29 AM
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Originally Posted by ChucksZ06
I would go with the livernoise cam. Folks are forgetting that that large intake valve will flow more air at a given lift and duration than than traditional ls heads...it is like having a 10 or 15% larger cam without the drawbacks.
02-16-2007, 11:37 AM
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Originally Posted by cybernco
There has been a some talk about the L92 liking camshafts to have a wider LSA. I was a little concerned because the Comp Cams rep recommended a 115 LSA and I insisted that the custom cam, they were making for me, have a 113 LSA. My 416 L92/L76 is going in this week so I can't say how it runs yet.
-Geoff