Any other cam choice for my need before i order a Jam Cam stage 3
10-09-2014, 10:28 AM
#21
Burning Brakes
10-15-2014, 06:57 PM
#22
Burning Brakes
Thread Starter
Well since i wanted something more specific than i thought i went for a custom grind camshaft for a 4inch stroke with the correct IVO\IVC\EVO\EVC.
Just order it today and should be at my door in week.
Thanks for all the help
Just order it today and should be at my door in week.
Thanks for all the help
10-16-2014, 12:27 PM
#24
Burning Brakes
Thread Starter
10-16-2014, 02:51 PM
#26
Burning Brakes
Thread Starter
I ask Drivebility over power and power over sound with some other stuff.
I add Jesel Sportsman shaft mount rocker to my morel lifter and manton custom pushrods for high rpm stability.
A 4 inch stroke need a later IVC and earlier EVO
Only spec i dont have is the lobe type.There are a mixed of type that are soft on the valvetrain.
So the cam : 233/249 .634/.638 117+3
IVO is 2.5 ° BTDC ( - indicates ATDC)
IVC is 50.5 ° ABDC
EVO is 64.5 ° ATDC ( - indicates BTDC)
EVC is 4.5 ° BBDC
Overlap is 7 °
Last edited by always faster; 10-16-2014 at 08:04 PM.
10-16-2014, 04:30 PM
#27
Former Vendor
Intake lobe is a QXX, exhaust lobe is a EHX.
Both very smooth, slower lobes that are extremely stable and much quieter due to their ramp rate than the XE-R.
The 4" stroke IMO needed a later IVC and an earlier EVO than the cams Eric had contemplated.
Both very smooth, slower lobes that are extremely stable and much quieter due to their ramp rate than the XE-R.
The 4" stroke IMO needed a later IVC and an earlier EVO than the cams Eric had contemplated.
10-19-2014, 03:45 PM
#29
Melting Slicks
I agree with this logic, but was wondering how does the intake manifold influence those numbers? For instance an lsx type manifold usually peaks around 6200-6400 rpms and I see the IVC around 42-46 ABDC. Will closing the intake valve later actually benefit much and raise where the peak power will occur? Or are we limited to the manifold design and runner length?
10-22-2014, 12:19 PM
#30
Former Vendor
Hi Martin,
I agree with this logic, but was wondering how does the intake manifold influence those numbers? For instance an lsx type manifold usually peaks around 6200-6400 rpms and I see the IVC around 42-46 ABDC. Will closing the intake valve later actually benefit much and raise where the peak power will occur? Or are we limited to the manifold design and runner length?
I agree with this logic, but was wondering how does the intake manifold influence those numbers? For instance an lsx type manifold usually peaks around 6200-6400 rpms and I see the IVC around 42-46 ABDC. Will closing the intake valve later actually benefit much and raise where the peak power will occur? Or are we limited to the manifold design and runner length?
http://ls1tech.com/forums/generation...-t-matter.html
That thread will explain how and why the intake manifold influences valve event numbers and the operating range.
11-07-2014, 11:05 AM
#32
Burning Brakes
Thread Starter
11-07-2014, 11:37 AM
#33
Drifting
Here is a good thread that will shine some light on the physics that occur in a running engine:
http://ls1tech.com/forums/generation...-t-matter.html
That thread will explain how and why the intake manifold influences valve event numbers and the operating range.
http://ls1tech.com/forums/generation...-t-matter.html
That thread will explain how and why the intake manifold influences valve event numbers and the operating range.
It was good working with you on cam specs... Always nice to know what you are running versus a generic, proprietary grind with a marketing name
11-08-2014, 01:43 PM
#34
Burning Brakes
have fun when you do get in there eh.
11-08-2014, 02:03 PM
#35
Drifting
Got my cam and talked to him on the phone, more information that I will retain that call