Le2 guys - le 232/240 results
12-09-2012, 12:39 PM
#21
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Either carb swap, or 24x, still undecided... but trying to come to a conclusion as the opti isn't viable for me anymore.
12-09-2012, 12:53 PM
#22
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Are you running the stock PCM? If so, you DO understand that a goal of making the best peak power number is mutually exclusive with running the best at the strip or even the best powerband for any type of street/road encounter, right?
If staying with the stock PCM, I suggest asking LE for the best he can do with a powerpeak no higher than 6500 rpm, and leave the cam numbers up to him.
For my setup, I asked to center the powerband around 6400, and they nailed it perfectly, still putting down a respectable 425 SAE through an A4. And I use every bit of of the PCM rpm limit to extract the best ET's out of it.
If staying with the stock PCM, I suggest asking LE for the best he can do with a powerpeak no higher than 6500 rpm, and leave the cam numbers up to him.
For my setup, I asked to center the powerband around 6400, and they nailed it perfectly, still putting down a respectable 425 SAE through an A4. And I use every bit of of the PCM rpm limit to extract the best ET's out of it.
12-09-2012, 12:57 PM
#23
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Oh yeah, forgot to comment on the Opti issues.
I hope I don't jinx myself, but I still waiting on my first Opti failure, spinning the stock Opti with loctited screws to 7000 every time at the track. I'm thinking 160-180 passes over the past 3 years.
Idle thought here: I'm running the complete unmolested GM stock rotating assembly. Dwayne's comment about harmonics got me thinking........most people spinning high rpm are doing it with various rebuild combo's, with who-knows-what kind of balancing or degree of overbalancing/underbalancing. Maybe GM knows something we don't ???
I hope I don't jinx myself, but I still waiting on my first Opti failure, spinning the stock Opti with loctited screws to 7000 every time at the track. I'm thinking 160-180 passes over the past 3 years.
Idle thought here: I'm running the complete unmolested GM stock rotating assembly. Dwayne's comment about harmonics got me thinking........most people spinning high rpm are doing it with various rebuild combo's, with who-knows-what kind of balancing or degree of overbalancing/underbalancing. Maybe GM knows something we don't ???
12-09-2012, 01:17 PM
#24
interesting idea on the hole in the snout of the cam not being quite perfect. Certainly would create potential problems.
I think the important conclusion here though is there is clear indications of a CAUSE that is not the opti too many of us running the opti successfully.
On another forum there was a guy who said he just pop riveted the rotor and turned them to 8500, IMO it is telling when guys can't keep it together on far milder street setups.
I think the important conclusion here though is there is clear indications of a CAUSE that is not the opti too many of us running the opti successfully.
On another forum there was a guy who said he just pop riveted the rotor and turned them to 8500, IMO it is telling when guys can't keep it together on far milder street setups.
12-09-2012, 05:31 PM
#26
Stock pcm for now, I was wanting to level off around 6500 anyway. I do understand as far as powerband goes, if his higher duration cams make level power to peak , then thats what I want . If the higher duration cams are erratic , spike , and perform on par with his smaller cams , then I'd rather go with the latter.
This all assumes those heads are on par with the ones I run. If they aren't, then they WILL require more cam duration to peak at a given rpm; below that peak however, power will suffer. so the reasoning still applies.
And yes, I DO run ARP rod bolts
Last edited by bowtienut; 12-09-2012 at 05:41 PM.
12-09-2012, 06:19 PM
#27
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As long as you have the valvetrain to support the cam, it won't be erratic or spikey. That's not the issue I was referring to. I don't know about the M6 guys, but with an A4, you'll have a tough time making a 232/240 hydraulic cam with stock PCM and good flowing heads work to full potential in a 350/355. Getting it even close to working right will require a somewhat unstreetable converter. The issue is rpm recovery after the shifts.
This all assumes those heads are on par with the ones I run. If they aren't, then they WILL require more cam duration to peak at a given rpm; below that peak however, power will suffer. so the reasoning still applies.
And yes, I DO run ARP rod bolts
This all assumes those heads are on par with the ones I run. If they aren't, then they WILL require more cam duration to peak at a given rpm; below that peak however, power will suffer. so the reasoning still applies.
And yes, I DO run ARP rod bolts
