[Z06] Aggressive Cam Option, Driveable
05-18-2015, 02:58 PM
#21
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Yea was talking to Jon at 21st, he was saying its about the biggest i can go before things start to get complicated. I have total trust in him so if he saying it will work ill go by what he says lol. But then again im just toying with the idea. Right now the power its making is perfect for me for a few Auto X track days but now im wanting to get into the 1/2-1 mile racing. so we will see.
05-18-2015, 05:41 PM
#22
Race Director
big cams with a lot of overlap bleed compression / boost
some of the guys running the texas mile with boost galore have ran bigger cams, just usually don't see a lot of overlap in them for that very reason
stock z06 cam is a pressure builder. not a lot of duration but it should build boost fast with the short duration and fairly tame overlap measurement
i remember when i had a turbo honda that car made more power if i reduced overlap with the cams it had, the fun things you can do with DOHC and cam gears. going from 109deg to 113 brought they power up. NA it was quicker at 109, duration on that one was 238/240 solid lifter, 8700 redline
Last edited by racebum; 05-18-2015 at 05:44 PM.
05-19-2015, 12:16 PM
#24
Race Director
I would consider it a big-*** cam, and you don't need those to create the most power in the actual driving range. If you want to just race your car, then it'll probably be fine. When I was NA, I got 483/432 with just a 228-232@112 .600 Crane cam. Of course, I had really good heads by Brian Tooley.
05-20-2015, 04:31 PM
#25
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I would consider it a big-*** cam, and you don't need those to create the most power in the actual driving range. If you want to just race your car, then it'll probably be fine. When I was NA, I got 483/432 with just a 228-232@112 .600 Crane cam. Of course, I had really good heads by Brian Tooley.
05-20-2015, 05:04 PM
#26
Race Director
Trickflow 215s, experimental CNC, and hand finished; back in '04, IIRC. I had a SCR of 10.9:1, and DCR of 8.6:1. 61cc chambers. Harland Sharp RR, and 7.9" PRs. Later TFs were redesigned to use standard length PRs, I think. I also had a Meziere EWP, %25 UD pulley, and ported FAST 90. I honestly wish I had kept that setup. (I'm still using the heads) Back then, Brian worked at Total Engine Airflow (TEA) or for Trickflow, and really took care of me since I had to R&R those heads twice because of a valve tip problem.
Last edited by zeevette; 05-20-2015 at 05:11 PM.
05-20-2015, 06:29 PM
#27
Race Director
Trickflow 215s, experimental CNC, and hand finished; back in '04, IIRC. I had a SCR of 10.9:1, and DCR of 8.6:1. 61cc chambers. Harland Sharp RR, and 7.9" PRs. Later TFs were redesigned to use standard length PRs, I think. I also had a Meziere EWP, %25 UD pulley, and ported FAST 90. I honestly wish I had kept that setup. (I'm still using the heads) Back then, Brian worked at Total Engine Airflow (TEA) or for Trickflow, and really took care of me since I had to R&R those heads twice because of a valve tip problem.
what i don't quite get is if you have ran engines like this and understand how they operate, well, why would you point that guy in the other thread toward a cam this size with anemic unported 853s?
05-21-2015, 01:05 AM
#28
Race Director
I told him to go with EPS' suggestions. He trusts their advice, and I suspect they know much better than I do. I only know what worked for me. You did notice that he is on a tight budget?
05-21-2015, 06:10 PM
#29
Race Director
i mean, i get why eps would suggest that if he kept stressing top end. it's just going to require more rpm than his bottom end will take long term and put stress on the VT that isn't required when you figure an 853 stalls around 520 lift.
speed shops for the most part suggest anything that makes them money or produces short term satisfaction. if it's alive in a year...they could care less. if the customer has to keep paying for tunes/work...all the better
05-21-2015, 06:21 PM
#30
Race Director
Ah, if only we could all do it right the first time. Look at it this way. He's going to soon want more than headers and a cam. His next step is heads, and he'll already have the cam kit. To address the bottom end issue; lots of high miles 97-2000 cars out there, and quite a few still have the original SB, so your alarm may be from a POV of constant high RPM use. He may very well just drag race it a couple of times a year. Anything can happen down the road, including stock ZO6s burning oil, or even dropping valves due to spring failure, so let him use his car as he sees fit. It's all good.
05-21-2015, 06:30 PM
#31
Race Director
Ah, if only we could all do it right the first time. Look at it this way. He's going to soon want more than headers and a cam. His next step is heads, and he'll already have the cam kit. To address the bottom end issue; lots of high miles 97-2000 cars out there, and quite a few still have the original SB, so your alarm may be from a POV of constant high RPM use. He may very well just drag race it a couple of times a year. Anything can happen down the road, including stock ZO6s burning oil, or even dropping valves due to spring failure, so let him use his car as he sees fit. It's all good.
it's easier to look at it if you've done a few cars. my first build was similar, parts didn't work well, changes, finally i had a quick car after multiple changes. now i think doing it right the 1st time is the only way
thing is. your comment on "next step" was my whole thought. what he's doing is already setting up for the next step. just hope he's aware of that
05-21-2015, 11:35 PM
#32
Race Director
i agree with this too
it's easier to look at it if you've done a few cars. my first build was similar, parts didn't work well, changes, finally i had a quick car after multiple changes. now i think doing it right the 1st time is the only way
thing is. your comment on "next step" was my whole thought. what he's doing is already setting up for the next step. just hope he's aware of that
it's easier to look at it if you've done a few cars. my first build was similar, parts didn't work well, changes, finally i had a quick car after multiple changes. now i think doing it right the 1st time is the only way
thing is. your comment on "next step" was my whole thought. what he's doing is already setting up for the next step. just hope he's aware of that
He will know when he knows for himself. I think the journey is half the fun.
05-23-2015, 01:57 PM
#35
Im running the 21st CMC 600 cam its 238/240 605/609 112lsa and has a great lope. With just bolt ones and full exhaust I made 438rwhp and 409rwtq. And my opinion it is very drivable, drove it everyday until a bought a DD. Soon I want to do heads and maybe a procharger.
Cam C5 Z06 - YouTube
Cam C5 Z06 - YouTube
05-23-2015, 03:50 PM
#36
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OP.....what are the cam specs your driving now and what heads are on the car.
A cam swap isnt the magic ticket to high 400's at the wheels. You need a very good set of heads, ported FAST.....good valvetrain set-up with excellent valve control etc.
Also big cams gain you a little upstairs but come with alot of sacrifice. Once your past mid/high 220's in a 346 combo you are entering the point of diminishing returns and you trade alot to gain a little.....know that going in but there are other options and ways to achieve what your after.
Tell us more about your current combo.....I think that's helpful and a good place to start!
-Tony
PS.....You also deal with marginal piston to valve clearance with larger cams and milled heads....another problem of heading down that road.
A cam swap isnt the magic ticket to high 400's at the wheels. You need a very good set of heads, ported FAST.....good valvetrain set-up with excellent valve control etc.
Also big cams gain you a little upstairs but come with alot of sacrifice. Once your past mid/high 220's in a 346 combo you are entering the point of diminishing returns and you trade alot to gain a little.....know that going in but there are other options and ways to achieve what your after.
Tell us more about your current combo.....I think that's helpful and a good place to start!
-Tony
PS.....You also deal with marginal piston to valve clearance with larger cams and milled heads....another problem of heading down that road.
Using long duration to achieve lope you will compromise drive-ability and not gain enough HP on top to make a worthwhile trade-off of what you give up elsewhere. Stay in the range Tony is referring to and use an LSA in the 110 range. It will have a sweet lope, great throttle response and pull to 7k without issue. Make the right decision once to have your cake and eat it too.
05-23-2015, 07:22 PM
#37
Safety Car
Im running the 21st CMC 600 cam its 238/240 605/609 112lsa and has a great lope. With just bolt ones and full exhaust I made 438rwhp and 409rwtq. And my opinion it is very drivable, drove it everyday until a bought a DD. Soon I want to do heads and maybe a procharger.
Cam C5 Z06 - YouTube
Cam C5 Z06 - YouTube
05-24-2015, 12:48 AM
#39
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I like it .One thing people won't tell you is over 550 HP trans - rears start to go back tires also and spin city and will spin in heart beat and if have a heavy foot not as easy to drive as one might think.. I know people that have big HP in there's and I think I have more fun.. Spinning in 4th gear not fun wile on the road .... Just saying ..
05-24-2015, 02:23 PM
#40
