What Generally Constitutes A "Blower Cam" Vs. The Rest
06-04-2014, 06:45 AM
#141
Team Owner
Did you get your final results yet?
Thanks,Matt
06-04-2014, 10:52 AM
#142
ISIS SUCKS FAT CHOAD
Thread Starter
First dyno was in the low to mid 800's with no meth and 11 degrees of timimg. Last Dyno was 940 and 767 with 16 degrees of timing and about 63% on the Alky Control Dial O Meth. Planning to head back to the Dyno this weekend. Car should be able to make 1,000+ WHP.
Last edited by MVP'S ZO6; 06-04-2014 at 10:57 AM.
06-05-2014, 07:52 AM
#143
Team Owner
I am really impressed -
How many Cubes is your build again?
Thanks,Matt
08-18-2014, 02:48 PM
#145
Instructor
Member Since: Jul 2004
Posts: 177
Likes: 0
Received 0 Likes
on
0 Posts
Matt, I just noticed your Cam Doctor sheet reflects peak valve lift based on a 1.6 rocker ratio. Unless you replaced the OEM rockers with 1.6s your peak valve lifts would be .579 & .588. I'm curious if you did in fact change the rockers to 1.6s?
@ Martin at Tick - would you mind analyzing my set-up - If so I will grab my Cam Doctor sheet with all the specs on it for you - I would like to know "WHY" this set-up works so well - the insight would be great -
Everyone wanted me to go with a bigger cam, but I left it up to my builder to design the cam with my driving intentions and manners I wanted (stealth sounding was the goal
did not want lopping at all)
My engine builder and the custom cam grinder made this cam for my set-up - Here are the results:
Custom ground Baby Blower Cam 225/234 545 554 115+1 (I also have the full spec sheet off a cam doctor too, if Martin at Tick would like to analyze my set-up, which I wouldn't mind, would love the extra insight)
734 RWHP and 585 RWTQ this is with the C6 ZR1 exhaust manifolds, full 3" ZR1 Pipes, ZR1 3" cats, and 3" B&B Fusion Muff's, LS6 mani, PP TB, TFS 215's, HS RR's, D1SC with 3.5" pulley, twin IC's, 15.5 PSI of Boost, 347 CID, A4 tranny w/3200 stall and 3.42 rear -
Thanks,Matt
Everyone wanted me to go with a bigger cam, but I left it up to my builder to design the cam with my driving intentions and manners I wanted (stealth sounding was the goal
did not want lopping at all) My engine builder and the custom cam grinder made this cam for my set-up - Here are the results:
Custom ground Baby Blower Cam 225/234 545 554 115+1 (I also have the full spec sheet off a cam doctor too, if Martin at Tick would like to analyze my set-up, which I wouldn't mind, would love the extra insight)
734 RWHP and 585 RWTQ this is with the C6 ZR1 exhaust manifolds, full 3" ZR1 Pipes, ZR1 3" cats, and 3" B&B Fusion Muff's, LS6 mani, PP TB, TFS 215's, HS RR's, D1SC with 3.5" pulley, twin IC's, 15.5 PSI of Boost, 347 CID, A4 tranny w/3200 stall and 3.42 rear -
Thanks,Matt
08-18-2014, 10:09 PM
#146
Team Owner
So then if they are indeed 1.7's (which they are) and the Cam Doc did the check the lobes on a 1.6 - then I do have .579 and .588 lift on my cam!
Which is cool, I am glad it has a little bit bigger cam -
Nice catch, thank you!
Thanks,Matt
08-18-2014, 10:34 PM
#147
Instructor
Member Since: Jul 2004
Posts: 177
Likes: 0
Received 0 Likes
on
0 Posts
I do not have the stock RR's but I have HS RR's and they are the stock ratio!
So then if they are indeed 1.7's (which they are) and the Cam Doc did the check the lobes on a 1.6 - then I do have .579 and .588 lift on my cam!
Which is cool, I am glad it has a little bit bigger cam -
Nice catch, thank you!
Thanks,Matt
So then if they are indeed 1.7's (which they are) and the Cam Doc did the check the lobes on a 1.6 - then I do have .579 and .588 lift on my cam!
Which is cool, I am glad it has a little bit bigger cam -
Nice catch, thank you!
Thanks,Matt
08-19-2014, 12:29 PM
#148
Melting Slicks
I have a 224/232/116 with bolts on and a V3Si and put 635 down. I was thinking of getting a bigger cam but people are telling me its not worth anything. Now Im more confused!
08-19-2014, 07:25 PM
#149
Le Mans Master
08-22-2014, 11:44 AM
#152
Team Owner
08-22-2014, 03:13 PM
#153
Melting Slicks
09-03-2014, 02:12 AM
#154
ISIS SUCKS FAT CHOAD
Thread Starter
11-13-2014, 03:16 PM
#155
Le Mans Master
so i just had a little chat with a guy at BTR (because they have an off-the-shelf blower cam - their PD Stage II - with almost the same specs as mentioned for me earlier in here), but i asked how it would affect it to cut it for -0.5º overlap like the Stage III. he said that the valve events in the two are the same & that they just altered the durations/LSA to get more overlap in the latter cam.
considering the fact that the LS9 & LS1 have the same stroke, he said it'd be perfectly fine to run in my LS1 - even with cathedral heads. specs are 231/248 .617"/.595" 120+5
obviously, i'd need some good-flowing heads to take advantage of the top end there, so would something like AI ported 317s milled a little to maintain 10:1 or so work?
considering the fact that the LS9 & LS1 have the same stroke, he said it'd be perfectly fine to run in my LS1 - even with cathedral heads. specs are 231/248 .617"/.595" 120+5
obviously, i'd need some good-flowing heads to take advantage of the top end there, so would something like AI ported 317s milled a little to maintain 10:1 or so work?
11-13-2014, 03:20 PM
#156
Le Mans Master
obviously, i wouldn't be spinning for 12-15psi yet until i get the bottom forged... i'd just stick with whatever boost it dropped to - maybe down to 9 or so
11-13-2014, 05:37 PM
#157
Team Owner
Member Since: Jan 2007
Location: cookeville tennessee
Posts: 28,846
Received 1,762 Likes
on
1,529 Posts
so i just had a little chat with a guy at BTR (because they have an off-the-shelf blower cam - their PD Stage II - with almost the same specs as mentioned for me earlier in here), but i asked how it would affect it to cut it for -0.5º overlap like the Stage III. he said that the valve events in the two are the same & that they just altered the durations/LSA to get more overlap in the latter cam.
considering the fact that the LS9 & LS1 have the same stroke, he said it'd be perfectly fine to run in my LS1 - even with cathedral heads. specs are 231/248 .617"/.595" 120+5
obviously, i'd need some good-flowing heads to take advantage of the top end there, so would something like AI ported 317s milled a little to maintain 10:1 or so work?
considering the fact that the LS9 & LS1 have the same stroke, he said it'd be perfectly fine to run in my LS1 - even with cathedral heads. specs are 231/248 .617"/.595" 120+5
obviously, i'd need some good-flowing heads to take advantage of the top end there, so would something like AI ported 317s milled a little to maintain 10:1 or so work?
11-13-2014, 06:09 PM
#158
My general and probably far too simple understanding is this:
NA engines typically want more overlap (with obvious tradeoffs in the low/drivability), with optimal duration/lift varying greatly depending on combo. Splits only needed when head flow numbers make it beneficial (like LS3 heads doing better with more exhaust duration due to great intake flow).
With nitrous, a split cam with bigger exhaust duration/lift (compared to pure NA cam) can be beneficial to help exhaust the cylinder.
Turbo/SC will generally want less overlap so you aren't losing pressure out of the exhaust valve and need less duration on the intake side since the air is being compressed in, and more on the exhaust side for the same reason as nitrous.
NA engines typically want more overlap (with obvious tradeoffs in the low/drivability), with optimal duration/lift varying greatly depending on combo. Splits only needed when head flow numbers make it beneficial (like LS3 heads doing better with more exhaust duration due to great intake flow).
With nitrous, a split cam with bigger exhaust duration/lift (compared to pure NA cam) can be beneficial to help exhaust the cylinder.
Turbo/SC will generally want less overlap so you aren't losing pressure out of the exhaust valve and need less duration on the intake side since the air is being compressed in, and more on the exhaust side for the same reason as nitrous.
01-30-2015, 05:08 PM
#160
Advanced
Member Since: May 2010
Posts: 84
Likes: 0
Received 0 Likes
on
0 Posts
Read through this, love all the info, but still not smart enough to spec my own cam, wondering if I can get any input on this?
Specs
402
Stock 243 heads
BTR .660 springs
Fully forged bottom end
Induction via a Centri, say 15psi or so?
I was recommended a 235/251 0.638/0.632 on 117+4
Another option that has came up
231/244 around 0.600 each, on a 117+4
So top has 9* overlap, bottom has 4* overlap.
Im wondering whats going to change between the two? Wheres my power peak difference going to occur? Driveability? How about the differences in lift effecting power? Any input would be awesome!
Specs
402
Stock 243 heads
BTR .660 springs
Fully forged bottom end
Induction via a Centri, say 15psi or so?
I was recommended a 235/251 0.638/0.632 on 117+4
Another option that has came up
231/244 around 0.600 each, on a 117+4
So top has 9* overlap, bottom has 4* overlap.
Im wondering whats going to change between the two? Wheres my power peak difference going to occur? Driveability? How about the differences in lift effecting power? Any input would be awesome!