396 SR Setups
396 SR Setups Hey guys,
I am thinking about maybe going to a Solid Roller setup in the spring. I'd like to see some ideas on a cam or maybe see some similair setups you guys have.
For the purposes of getting specific feedback i will set some ground rules.
1. As of right now, the car is a weekend warrior at best, so with a SR swap i will still only be driving the car on weekends.
2. The car utilizes 93 octane and will still operate on pump gas after SR swap
3. Peak power on current setup is 6300 rpm, I want to keep the factory PCM so i will not be revving past 7000 rpm
4. The car has incredible street mannors right now but im willing to give up SOME drivability in the new set up.
5. Id like to increase the valve lift with the new setup to maximize the potential of the AFR 210 heads, however, PTV clearance must also be kept in mind.
6. RWHP goal is 480-490 give or take
Here is my current setup, I will also be switching to an EWP (FYI):
396ci
AFR210 race ready 55cc
58 mm holly TB
3" dual X-pipe w/ flowmaster 10 series mufflers
LT4 intake
Hydrolic roller
Cam Specs:
rocker arm ratio is 1.6 intake 1.52 exhaust.
cam...248/254 Duration @.050 lobe lift .375/.387
valve lift .600/.588 108LSA
Comp Ratio:
13.1 static
465RWHP
426RWTQ
93 octane
I am thinking about maybe going to a Solid Roller setup in the spring. I'd like to see some ideas on a cam or maybe see some similair setups you guys have.
For the purposes of getting specific feedback i will set some ground rules.
1. As of right now, the car is a weekend warrior at best, so with a SR swap i will still only be driving the car on weekends.
2. The car utilizes 93 octane and will still operate on pump gas after SR swap
3. Peak power on current setup is 6300 rpm, I want to keep the factory PCM so i will not be revving past 7000 rpm
4. The car has incredible street mannors right now but im willing to give up SOME drivability in the new set up.
5. Id like to increase the valve lift with the new setup to maximize the potential of the AFR 210 heads, however, PTV clearance must also be kept in mind.
6. RWHP goal is 480-490 give or take
Here is my current setup, I will also be switching to an EWP (FYI):
396ci
AFR210 race ready 55cc
58 mm holly TB
3" dual X-pipe w/ flowmaster 10 series mufflers
LT4 intake
Hydrolic roller
Cam Specs:
rocker arm ratio is 1.6 intake 1.52 exhaust.
cam...248/254 Duration @.050 lobe lift .375/.387
valve lift .600/.588 108LSA
Comp Ratio:
13.1 static
465RWHP
426RWTQ
93 octane
thats some good cam in there already but you could step it up for a 396............thing you are going to have to be careful with is the 7000rpm limit that puts a hamper on the power you can make and the cam you can run...........what i can tell you is the little extra $$ to do the solid setup right goes a long way in durability.........IMO a shaft rocker setup is a MUST with anything more than a very mild solid roller.......give advanced induction a call they are very good with what you are looking to do........they did the solid roller in my car and it runs great and has great manners also...
all has to do with the lobe thats designed...........you'll be supprised how close you can cut it if you run good parts and proper geometry..........im running .039 intake and .047 exhaust revving in excess of 8000rpm with no issues at all.....this is the tightest its ever been i have my lash down to .008 car runs the best tight
naaaaa........i dont need them things........rather use my brain than just bolt an oversized leaf blower on my car..........
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4.56's....makes peak at 7450 and solild power out to about 8200......the car was crossing at 7900 before but with the added mph its running now its crossing around 8100-8200
naaaaa........i dont need them things........rather use my brain than just bolt an oversized leaf blower on my car..........
naaaaa........i dont need them things........rather use my brain than just bolt an oversized leaf blower on my car..........
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The problem I see is reaching that power goal and staying under 7000rpm with a SR. I can't recommend any sort of cam because the HR you are running is larger than the SR I am currently running. 
yea its gonna limit him for sure but he can do better than whats in there and still stay under 7000.........long as he keeps it on a low ICL/LSA it will help alot....id run a 106ish lsa in that car
I'm running a 228 duration/108 lsa HR in my 350, and bumping the PCM limit on shifts. Power peak at 6400 rpm. I've toyed with the idea of a solid roller which wouldn't want to rev any higher but would boost the existing curve, especially down around 5500 where it falls after the shifts. It just doesn't seem right for me to think about that on a stock shortblock though
Last edited by bowtienut; Oct 14, 2011 at 11:23 AM.
How much do you think im being limited by the stock pcm? Hypothetically speaking though, what is involved in the pcm swap? Im assuming most of you guys running past 7000 rpm are running ls1 pcms? I'm a seasoned tuner cat guy so im wondering what the differences would be in the tables and physical set up of the pcm. I'd really like to stay away from changing wiring harnesses etc.
With stock valve spacing heads like the 210s and a decent valve relief piston you can run a hell of a cam without ptv issues. I ran into problems but my cam is a very aggressive lobe with early evo and my heads are 60/40. If they were stock spacing I would be fine, but the valves don't sit properly into my srp pistons.
On The Tree
Joined: Mar 2010
Posts: 107
Likes: 0
Hey guys,
I am thinking about maybe going to a Solid Roller setup in the spring. I'd like to see some ideas on a cam or maybe see some similair setups you guys have.
For the purposes of getting specific feedback i will set some ground rules.
1. As of right now, the car is a weekend warrior at best, so with a SR swap i will still only be driving the car on weekends.
2. The car utilizes 93 octane and will still operate on pump gas after SR swap
3. Peak power on current setup is 6300 rpm, I want to keep the factory PCM so i will not be revving past 7000 rpm
4. The car has incredible street mannors right now but im willing to give up SOME drivability in the new set up.
5. Id like to increase the valve lift with the new setup to maximize the potential of the AFR 210 heads, however, PTV clearance must also be kept in mind.
6. RWHP goal is 480-490 give or take
Here is my current setup, I will also be switching to an EWP (FYI):
396ci
AFR210 race ready 55cc
58 mm holly TB
3" dual X-pipe w/ flowmaster 10 series mufflers
LT4 intake
Hydrolic roller
Cam Specs:
rocker arm ratio is 1.6 intake 1.52 exhaust.
cam...248/254 Duration @.050 lobe lift .375/.387
valve lift .600/.588 108LSA
Comp Ratio:
13.1 static
465RWHP
426RWTQ
93 octane
I am thinking about maybe going to a Solid Roller setup in the spring. I'd like to see some ideas on a cam or maybe see some similair setups you guys have.
For the purposes of getting specific feedback i will set some ground rules.
1. As of right now, the car is a weekend warrior at best, so with a SR swap i will still only be driving the car on weekends.
2. The car utilizes 93 octane and will still operate on pump gas after SR swap
3. Peak power on current setup is 6300 rpm, I want to keep the factory PCM so i will not be revving past 7000 rpm
4. The car has incredible street mannors right now but im willing to give up SOME drivability in the new set up.
5. Id like to increase the valve lift with the new setup to maximize the potential of the AFR 210 heads, however, PTV clearance must also be kept in mind.
6. RWHP goal is 480-490 give or take
Here is my current setup, I will also be switching to an EWP (FYI):
396ci
AFR210 race ready 55cc
58 mm holly TB
3" dual X-pipe w/ flowmaster 10 series mufflers
LT4 intake
Hydrolic roller
Cam Specs:
rocker arm ratio is 1.6 intake 1.52 exhaust.
cam...248/254 Duration @.050 lobe lift .375/.387
valve lift .600/.588 108LSA
Comp Ratio:
13.1 static
465RWHP
426RWTQ
93 octane
With your current .387 exhaust lobe lift and a change to 1.6:1 exhaust rockers, you would be at .619" exhaust valve lift with this cam. If you are NOT on a small base circle cam grind due to being a 396 stroker motor .... you could easily have a new HR cam ground with say 250/256 duration and .390/.395 lobe lift yielding .624"/.632" valve lift with 1.6:1 rockers. Running 1.7:1 rockers on this "higher lift" HR cam would give you .663"/.671" valve lift. How much valve lift are you looking for???
Been there, done that, with 1.6 on the exhaust with this cam and ask me why its now 1.5. I know i could get another grind with slightly larger lift number on the exhaust, but im playing on the danger side with a HR setup.
I agree with you that there is some potential left in another HR grind; heck, IMO, unless those heads are not as good as I think they are, he hasn't optimized the power with the cam he has in it right now.
But.......you can't deny that he's already running a pretty stout setup, so he sounds as "greedy" as the rest of us
, so I can understand and support the notion of a SR if he's going to make any change at all. You say you're thinking of going SR just to increase valve lift to take advantage of those AFR 210 heads, but, with the 248/254 duration HR you are currently running you have PLENTY of duration to get to say .625"/.635" valve lift simply by running a slightly higher lift HR grind.
With your current .387 exhaust lobe lift and a change to 1.6:1 exhaust rockers, you would be at .619" exhaust valve lift with this cam. If you are NOT on a small base circle cam grind due to being a 396 stroker motor .... you could easily have a new HR cam ground with say 250/256 duration and .390/.395 lobe lift yielding .624"/.632" valve lift with 1.6:1 rockers. Running 1.7:1 rockers on this "higher lift" HR cam would give you .663"/.671" valve lift. How much valve lift are you looking for???
With your current .387 exhaust lobe lift and a change to 1.6:1 exhaust rockers, you would be at .619" exhaust valve lift with this cam. If you are NOT on a small base circle cam grind due to being a 396 stroker motor .... you could easily have a new HR cam ground with say 250/256 duration and .390/.395 lobe lift yielding .624"/.632" valve lift with 1.6:1 rockers. Running 1.7:1 rockers on this "higher lift" HR cam would give you .663"/.671" valve lift. How much valve lift are you looking for???
With stock valve spacing heads like the 210s and a decent valve relief piston you can run a hell of a cam without ptv issues. I ran into problems but my cam is a very aggressive lobe with early evo and my heads are 60/40. If they were stock spacing I would be fine, but the valves don't sit properly into my srp pistons.
How much do you think im being limited by the stock pcm? Hypothetically speaking though, what is involved in the pcm swap? Im assuming most of you guys running past 7000 rpm are running ls1 pcms? I'm a seasoned tuner cat guy so im wondering what the differences would be in the tables and physical set up of the pcm. I really like to stay away from changing wiring harnesses etc.
The OP may already know that extra exhaust lift is not always your friend once you get to higher lifts, like a few of us have found out. I also run 1.6/1.52 rockers on my .383/.383 lobes, which helped the power curve without harming the peak.
I agree with you that there is some potential left in another HR grind; heck, IMO, unless those heads are not as good as I think they are, he hasn't optimized the power with the cam he has in it right now.
But.......you can't deny that he's already running a pretty stout setup, so he sounds as "greedy" as the rest of us , so I can understand and support the notion of a SR if he's going to make any change at all.
I agree with you that there is some potential left in another HR grind; heck, IMO, unless those heads are not as good as I think they are, he hasn't optimized the power with the cam he has in it right now.
But.......you can't deny that he's already running a pretty stout setup, so he sounds as "greedy" as the rest of us
, so I can understand and support the notion of a SR if he's going to make any change at all.
..............id run the solid in it....dont be afraid of it they work great and if done correctly last a longggg time.......ive been running over .700 valve lift with a PSI double endurance spring and after 3 years and hundreds of passes and street driving they have not detioriated a bit by way of pressure...... On The Tree
Joined: Mar 2010
Posts: 107
Likes: 0
With stock valve spacing heads like the 210s and a decent valve relief piston you can run a hell of a cam without ptv issues. I ran into problems but my cam is a very aggressive lobe with early evo and my heads are 60/40. If they were stock spacing I would be fine, but the valves don't sit properly into my srp pistons.
Let's try this another way, OP what would be your "ideal" exhaust and intake valve lifts for those AFR 210 heads???
The OP may already know that extra exhaust lift is not always your friend once you get to higher lifts, like a few of us have found out. I also run 1.6/1.52 rockers on my .383/.383 lobes, which helped the power curve without harming the peak.
I agree with you that there is some potential left in another HR grind; heck, IMO, unless those heads are not as good as I think they are, he hasn't optimized the power with the cam he has in it right now.
But.......you can't deny that he's already running a pretty stout setup, so he sounds as "greedy" as the rest of us , so I can understand and support the notion of a SR if he's going to make any change at all.
I agree with you that there is some potential left in another HR grind; heck, IMO, unless those heads are not as good as I think they are, he hasn't optimized the power with the cam he has in it right now.
But.......you can't deny that he's already running a pretty stout setup, so he sounds as "greedy" as the rest of us
, so I can understand and support the notion of a SR if he's going to make any change at all.OP, if you want a SR setup, by all means get yourself one. I was just offering you an alternative to get what you originally stated you wanted ....... without having to go SR (with it's required increased maintence, (read semi-regular valve lashing), noise, and street driveability concerns).