cam for a Vortech blown LT1
11-15-2007, 02:39 PM
#1
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cam for a Vortech blown LT1
Budget blower build up started.
Kinda scary how all this is coming together so quick.
A while back cuisinartvette started talking to me about porting my heads. I said it would be nice to have everything all done so I can just bolt it in and go. He started shopping around, and found a guy selling a set of LT1 heads and intake for $300. I was just starting a new contract, but it just so happens that the guy selling them is in the same city that my contract is (Denver)
He stopped by Saturday, and I bought the heads, intake, a ported stock throttle body, and two sets of valve covers, one GM chrome for $500.
Next I PM'ed quiketz about his blower, and just happens to be out by cuisinartvette.
He checked it out last night, and I'm the new owner!
Kinda scary how all this is coming together so quick.
A while back cuisinartvette started talking to me about porting my heads. I said it would be nice to have everything all done so I can just bolt it in and go. He started shopping around, and found a guy selling a set of LT1 heads and intake for $300. I was just starting a new contract, but it just so happens that the guy selling them is in the same city that my contract is (Denver)
He stopped by Saturday, and I bought the heads, intake, a ported stock throttle body, and two sets of valve covers, one GM chrome for $500.Next I PM'ed quiketz about his blower, and just happens to be out by cuisinartvette.
He checked it out last night, and I'm the new owner!
Hi guys. I have a vortech supercharger kit for sale that fits 92-96 vettes with the lt1 or lt4 engine. It is a bolt on kit and you are able to retain your ac and all of the accessories. It uses the S trim compressor which is CARB legal. Price is $2250 and has been dropped from $2600.
The kit is highly upgraded. If you’re serious about getting a kit that works out the gate, this is it. You will not have to worry about belt slip or bleeding off boost from leaky bypass valves with this kit. The upgrades are:
- vortech mini race bypass valve (approx $250)
- 7 rib upgrade from 6 ribs
- Bracket modified for dual idler pullies which give more belt wrap ($750)
- Brand new tensioners (cost $110 from ford)
- Larger diameter inlet tubing (4” compared to 3”)
- Homemade anit rotation valve(better directs the air flow to the compressor)
- Discharge tube is drilled for dual alcohol injection nozzles
- Huge k&n air filter
All of these things are things that you’d want to do if you want to get good power out of the vortech kit. The stock kit is prone to belt slip and the stock kit doesn’t allow easy belt changes. The stock kit requires about 3-4 hours to change the blower belt and with this kit, it can be done in 15 minutes. I was getting belt slip at 6 psi with the stock setup and the new setup included here allowed for 10 psi of boost reliably and without slip. I have the kit instructions and all the little bolts bagged up.
To complete the kit, you’ll need a 255lph in tank fuel pump ($75), spark plugs a heat range colder and gapped tighter, bigger fuel injectors, and a tune to handle the spark needs and fuel needs. If you need injectors, I can offer to sell the injectors on my car which are 38’s. I’m pulling them off to install 60’s.
If you’re looking for a night and day performance difference, then this is it. This kit will reliably work on pump gas with alcohol injection and make excellent power. Even on junky 91 octance California gas, I never had a problem with detonation.
With all this work done to the kit, you’re probably asking why I’m selling it. Well, I’m selling it because I just upgraded to a vortech ysi compressor with custom bracketry and discharge tubing. Let me know if you have any questions, technical or otherwise. I can be reached at russriggs@yahoo.com . The kit is in CA and if you're local, you're more then welcome to come by and check everything out. Here's some pics of everything:
everything installed:
the head unit
here's the bracket with dual idler pullies. the tensioner pictured has been replaced since this photo was taken
more parts of the kit
here's everything else. Not pictured is the polished discharge tube that connects the blower to the throttle body. Also not shown is the polished bypass valve.
The kit is highly upgraded. If you’re serious about getting a kit that works out the gate, this is it. You will not have to worry about belt slip or bleeding off boost from leaky bypass valves with this kit. The upgrades are:
- vortech mini race bypass valve (approx $250)
- 7 rib upgrade from 6 ribs
- Bracket modified for dual idler pullies which give more belt wrap ($750)
- Brand new tensioners (cost $110 from ford)
- Larger diameter inlet tubing (4” compared to 3”)
- Homemade anit rotation valve(better directs the air flow to the compressor)
- Discharge tube is drilled for dual alcohol injection nozzles
- Huge k&n air filter
All of these things are things that you’d want to do if you want to get good power out of the vortech kit. The stock kit is prone to belt slip and the stock kit doesn’t allow easy belt changes. The stock kit requires about 3-4 hours to change the blower belt and with this kit, it can be done in 15 minutes. I was getting belt slip at 6 psi with the stock setup and the new setup included here allowed for 10 psi of boost reliably and without slip. I have the kit instructions and all the little bolts bagged up.
To complete the kit, you’ll need a 255lph in tank fuel pump ($75), spark plugs a heat range colder and gapped tighter, bigger fuel injectors, and a tune to handle the spark needs and fuel needs. If you need injectors, I can offer to sell the injectors on my car which are 38’s. I’m pulling them off to install 60’s.
If you’re looking for a night and day performance difference, then this is it. This kit will reliably work on pump gas with alcohol injection and make excellent power. Even on junky 91 octance California gas, I never had a problem with detonation.
With all this work done to the kit, you’re probably asking why I’m selling it. Well, I’m selling it because I just upgraded to a vortech ysi compressor with custom bracketry and discharge tubing. Let me know if you have any questions, technical or otherwise. I can be reached at russriggs@yahoo.com . The kit is in CA and if you're local, you're more then welcome to come by and check everything out. Here's some pics of everything:
everything installed:
the head unit
here's the bracket with dual idler pullies. the tensioner pictured has been replaced since this photo was taken
more parts of the kit
here's everything else. Not pictured is the polished discharge tube that connects the blower to the throttle body. Also not shown is the polished bypass valve.
Last edited by BrianCunningham; 09-09-2009 at 02:12 PM.
11-19-2007, 03:08 PM
#2
Drifting
Can’t recommend a cam directly, but if your up for a science project…
Found enough LT1 data (on the net) for a pretty good simulation model.
Head flow, cam, intake, etc…
Found these combinations in an old Blowerworks catalog, and ran them also.
Stock LT1 300 hp @ 5000 340 ft-lbs @ 4000
Vortech S1 + Stock LT1 + 3.5 dia pulley (6psi) = 425 hp @ 5750 rpm
Vortech S1 + Stock LT1 + 3.5 dia pulley (6psi) + H20 injection = 445hp @ 5750 rpm
To model the H20 injection I used a 70% efficient intercooler.
Vortech S1 + Stock LT1 + 3.25 dia pulley (8psi) + H20 injection = 475hp @ 6000 rpm
Vortech S1 + Stock LT1 + 3.00 dia pulley (8psi) + H20 + 58mm TB + Headers = 510hp @ 6000 rpm
My results match these pretty good actually, so I feel comfortable running some cam combinations for you …. If you want
I’d need what header pipe size, primary and collector length you want to use.
Throttle 48, 52 or 58mm?
Pulley diameters - crank and supercharger.
Any other changes from stock, compression, etc.
I averaged the head flow data together, for ported LT1 heads, that guy’s posted here on the forum a week or so back & got….
Intake .1 = 77 .2 = 141 .3 = 199 .4 = 243 .5 = 270 .6 = 276 cfm
Exhaust .1 = 62 .2 = 112 .3 = 154 .4 = 181 .5 = 198 .6 = 206 cfm
I can use anything you want, or modify these.
Need full cam lift or lobe lift & rocker ratio, duration (.050 or full), lobe separation angle, intake centerline (advanced/retarded or straight up?), and we would have to pick if you think it’s a mild or aggressive roller profile.
Post on here if you want to give it a go
Found enough LT1 data (on the net) for a pretty good simulation model.
Head flow, cam, intake, etc…
Found these combinations in an old Blowerworks catalog, and ran them also.
Stock LT1 300 hp @ 5000 340 ft-lbs @ 4000
Vortech S1 + Stock LT1 + 3.5 dia pulley (6psi) = 425 hp @ 5750 rpm
Vortech S1 + Stock LT1 + 3.5 dia pulley (6psi) + H20 injection = 445hp @ 5750 rpm
To model the H20 injection I used a 70% efficient intercooler.
Vortech S1 + Stock LT1 + 3.25 dia pulley (8psi) + H20 injection = 475hp @ 6000 rpm
Vortech S1 + Stock LT1 + 3.00 dia pulley (8psi) + H20 + 58mm TB + Headers = 510hp @ 6000 rpm
My results match these pretty good actually, so I feel comfortable running some cam combinations for you …. If you want
I’d need what header pipe size, primary and collector length you want to use.
Throttle 48, 52 or 58mm?
Pulley diameters - crank and supercharger.
Any other changes from stock, compression, etc.
I averaged the head flow data together, for ported LT1 heads, that guy’s posted here on the forum a week or so back & got….
Intake .1 = 77 .2 = 141 .3 = 199 .4 = 243 .5 = 270 .6 = 276 cfm
Exhaust .1 = 62 .2 = 112 .3 = 154 .4 = 181 .5 = 198 .6 = 206 cfm
I can use anything you want, or modify these.
Need full cam lift or lobe lift & rocker ratio, duration (.050 or full), lobe separation angle, intake centerline (advanced/retarded or straight up?), and we would have to pick if you think it’s a mild or aggressive roller profile.
Post on here if you want to give it a go
11-19-2007, 05:21 PM
#3
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Those port flow #'s look great.
Can you run it @ 10psi
with both a 220/230 @ .050 cam and a 230/240 @ .050 cam?
either a 112 or 114 lobe separation.
with 1.6 roller rockers.
Just ordered my headers
http://forums.corvetteforum.com/show....php?t=1828736
He said I was right on the border of needing a bigger header, but these would be good for me since I'll be autocrossing it.
Also the bigger stepped headers are twice the $$$.
Thanks!
Can you run it @ 10psi
with both a 220/230 @ .050 cam and a 230/240 @ .050 cam?
either a 112 or 114 lobe separation.
with 1.6 roller rockers.
Just ordered my headers
http://forums.corvetteforum.com/show....php?t=1828736
Stats: The headers are ceramic coated inside and out. They come with a 1 3/4" primary tube with 3" slip fit collectors. The headers have o2 sensor bungs and air tube fittings. The flangs are 3/8" thick.
Also the bigger stepped headers are twice the $$$.
Thanks!
Last edited by BrianCunningham; 11-19-2007 at 05:36 PM.
11-19-2007, 07:19 PM
#4
Drifting
Just got finished looking at the stock market today 
ouch
Anyway...
Ok, the base setup for these is the stock lt1 block.
Ported LT1 heads from above (stock valves).
1.75 headers with 26 inch pipes.
58mm throttle.
7 inch crank and 3 inch super C pulley.
First is the stock cam
Second is CC LT1 276HR-14, 220/230, .510/.510, 114
Third is CC LT1 290HR-12, 230/244, .510/.540, 112
In the real world the Comp Cam's probably have a little advance ground in but I put them in straight up for now.
http://temp.corvetteforum.net/c4/iris//graph2.jpg
Not to dramatic a difference between these two.
BTW the boost @ 6000 was 9psi = Stk cam 8.2 = 276cam 7.7 = 290cam
Your going to see the boost drop as the engine breaths better...
I'll check back in, if you want any changes & can post detailed info on your final combination ... if you want to see it.
ouch
Anyway...
Ok, the base setup for these is the stock lt1 block.
Ported LT1 heads from above (stock valves).
1.75 headers with 26 inch pipes.
58mm throttle.
7 inch crank and 3 inch super C pulley.
First is the stock cam
Second is CC LT1 276HR-14, 220/230, .510/.510, 114
Third is CC LT1 290HR-12, 230/244, .510/.540, 112
In the real world the Comp Cam's probably have a little advance ground in but I put them in straight up for now.
http://temp.corvetteforum.net/c4/iris//graph2.jpg
Not to dramatic a difference between these two.
BTW the boost @ 6000 was 9psi = Stk cam 8.2 = 276cam 7.7 = 290cam
Your going to see the boost drop as the engine breaths better...
I'll check back in, if you want any changes & can post detailed info on your final combination ... if you want to see it.
Last edited by SuperL98; 11-26-2007 at 05:16 PM.
11-19-2007, 09:50 PM
#5
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Thanks man that's just what I needed.
WOW I'm liking those #'s
About how much hp does it take to spin an S-trim?
Looks like I'll have to weigh in the smaller boost of the 290, which will be good at keeping the engine alive, and hp is what I want not boost, vs the more easily tuned 276 cam.
Sorry
WOW I'm liking those #'s
About how much hp does it take to spin an S-trim?
Looks like I'll have to weigh in the smaller boost of the 290, which will be good at keeping the engine alive, and hp is what I want not boost, vs the more easily tuned 276 cam.
Sorry
11-20-2007, 11:10 AM
#6
Le Mans Master
SuperL98....if you could be so kind and do a plot on my combo:
ProCharged (D1SC) 383, blow thru Holley 750 dp.
Victor Jr. intake with 1 inch spacer.
Large 3 inch core inter-cooler
Victor Jr. heads (2.08 intake valve, 215cc runner)
Comp solid roller, XR280-R, 242/248*@ .050 on a 110* lsa, .571 in. lift
8.3:1 measured scr
!.75 in. Hooker super-comp. headers
16 lbs. boost @ 6,000 rpm's, measured at carb. hat
34* advance total, no retard.
TIA, Gary
ProCharged (D1SC) 383, blow thru Holley 750 dp.
Victor Jr. intake with 1 inch spacer.
Large 3 inch core inter-cooler
Victor Jr. heads (2.08 intake valve, 215cc runner)
Comp solid roller, XR280-R, 242/248*@ .050 on a 110* lsa, .571 in. lift
8.3:1 measured scr
!.75 in. Hooker super-comp. headers
16 lbs. boost @ 6,000 rpm's, measured at carb. hat
34* advance total, no retard.
TIA, Gary
Last edited by big_G; 11-20-2007 at 11:18 AM.
11-20-2007, 01:00 PM
#7
Drifting
Ok ... some lunchtime update
Yes, the blower hp is factored in, that's why I picked this program over the others, you can see the numbers used in the end (no voo-doo) and decide for yourself if you agree or not.
Found a cam card for these and they run 4 deg advanced.
Put in a realistic "street" exhaust @ 800 cfm.
Backed down the timing to keep the "knock index" down to recommended 2.0.
Final Combination:
Stock LT1 bottom end, electric water pump (no alt, ac comp, ps etc - can't add them in)
Vortech S1, 7 and 3 inch pullies, H20 injection (80% eff intercooler)
1.75 headers 26 inch primaries
800 cfm exhaust (getting 3 psi back pressure - so bigger is better but louder
58mm throttle, stock LT1 manifold
Used 44 lbs nozzles @ 45 psi
LT1 heads ported as above, 10.4 comp (probably should lower this?)
Comp Cams 276hr-14 and 290hr-12 with 1.6 rockers.
Think that's most of it....
http://temp.corvetteforum.net/c4/iris//graph3.jpg
http://temp.corvetteforum.net/c4/iris//graph4.jpg
http://temp.corvetteforum.net/c4/iris//graph5.jpg
Yes, the blower hp is factored in, that's why I picked this program over the others, you can see the numbers used in the end (no voo-doo) and decide for yourself if you agree or not.
Found a cam card for these and they run 4 deg advanced.
Put in a realistic "street" exhaust @ 800 cfm.
Backed down the timing to keep the "knock index" down to recommended 2.0.
Final Combination:
Stock LT1 bottom end, electric water pump (no alt, ac comp, ps etc - can't add them in)
Vortech S1, 7 and 3 inch pullies, H20 injection (80% eff intercooler)
1.75 headers 26 inch primaries
800 cfm exhaust (getting 3 psi back pressure - so bigger is better but louder
58mm throttle, stock LT1 manifold
Used 44 lbs nozzles @ 45 psi
LT1 heads ported as above, 10.4 comp (probably should lower this?)
Comp Cams 276hr-14 and 290hr-12 with 1.6 rockers.
Think that's most of it....
http://temp.corvetteforum.net/c4/iris//graph3.jpg
http://temp.corvetteforum.net/c4/iris//graph4.jpg
http://temp.corvetteforum.net/c4/iris//graph5.jpg
Last edited by SuperL98; 11-26-2007 at 05:17 PM.
11-20-2007, 01:24 PM
#8
Drifting
SuperL98....if you could be so kind and do a plot on my combo ...
Big G ... Yes I could try ... with a but coming
I don't mind running combo's, especially if people post back real dyno results someday .. Cause I learn something.
The better the info the better the model, and you list most everything I need .. I can probably find dimensions on the Victor or something like it.
Here is the problem .... the But
Procharger doesn't (or won't) release compressor charts for any of their superchargers.
Don't know why
Without them I can't get efficiencies, the island flow rate, rpm, etc that I need for accurate simulation.
Vortech and most others list them like below:
All we could do is try to pick a Vortech that was close to it?
I've run into this before and I'm not sure how to guess around it.
Let me look around a see what I can figure out ....
Big G ... Yes I could try ... with a but
comingI don't mind running combo's, especially if people post back real dyno results someday .. Cause I learn something.
The better the info the better the model, and you list most everything I need .. I can probably find dimensions on the Victor or something like it.
Here is the problem .... the But
Procharger doesn't (or won't) release compressor charts for any of their superchargers.
Don't know why
Without them I can't get efficiencies, the island flow rate, rpm, etc that I need for accurate simulation.
Vortech and most others list them like below:
All we could do is try to pick a Vortech that was close to it?
I've run into this before and I'm not sure how to guess around it.
Let me look around a see what I can figure out ....
11-20-2007, 01:35 PM
#9
Le Mans Master
The only additional info on the D1SC I can give you are:
Max flow= 1400 cfm
max boost=32psi
max impeller rpm= 62,000
internal step-up=4.1:1
My current pulley diameters are crank = 7.8in, s/c pulley = 3.4in.
I have no idea which model vortec you could compare to,but the "T-trim...dashed line) looks close to the spec.. Thanks again...I will post dyno chart soon. Gary
Max flow= 1400 cfm
max boost=32psi
max impeller rpm= 62,000
internal step-up=4.1:1
My current pulley diameters are crank = 7.8in, s/c pulley = 3.4in.
I have no idea which model vortec you could compare to,but the "T-trim...dashed line) looks close to the spec.. Thanks again...I will post dyno chart soon. Gary
Last edited by big_G; 11-20-2007 at 05:02 PM.
11-20-2007, 05:25 PM
#10
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guess I'll be needing a stronger clutch! 
Yes, he's going to open up the chambers. At least to 10.0 compression ratio, but I wouldn't mind getting it a little lower.
BTW cuisinartvette will be getting flow #s on all the parts he's working on.
Once again thanks, and I will be dynoing this setup.
11-20-2007, 06:06 PM
#11
Drifting
Got a chance to look at the Big-g 383.
Modeled the basic engine Ok, and it's in the graph (unblown or N/A) for a starting point.
Put in all your head data, found the cam file, used a 383 block I had, etc. etc.
Found enough data to model the Victor manifold & carb.
Hooker headers and I added a 800 cfm (good street) exhaust.
I used all the ProCharger data, but had to start with the Island (Cfm, Pressure Ratio & Rpm) values from a Vortech V7-YS, and mod them until I got your data point of 16psi @ 6000 rpm.
The V7 lists as 1500 CFM, 1000 HP, 72% Eff, 29 Psi max, closest I could find to the D1SC values to start with.
Electric fan, standard water pump, but again I can't add in Alt ps ac compress etc.
Anyway, how does this look ?
http://temp.corvetteforum.net/c4/iris//graph6.jpg
Without the exact spec's on the supercharger, this is the best I can do right now
Modeled the basic engine Ok, and it's in the graph (unblown or N/A) for a starting point.
Put in all your head data, found the cam file, used a 383 block I had, etc. etc.
Found enough data to model the Victor manifold & carb.
Hooker headers and I added a 800 cfm (good street) exhaust.
I used all the ProCharger data, but had to start with the Island (Cfm, Pressure Ratio & Rpm) values from a Vortech V7-YS, and mod them until I got your data point of 16psi @ 6000 rpm.
The V7 lists as 1500 CFM, 1000 HP, 72% Eff, 29 Psi max, closest I could find to the D1SC values to start with.
Electric fan, standard water pump, but again I can't add in Alt ps ac compress etc.
Anyway, how does this look ?
http://temp.corvetteforum.net/c4/iris//graph6.jpg
Without the exact spec's on the supercharger, this is the best I can do right now
Last edited by SuperL98; 11-26-2007 at 05:15 PM.
11-20-2007, 08:43 PM
#12
Le Mans Master
About what I was expecting, except surprised to see the h.p. drop off prior to 6,500 rpm. Perhaps a 3 inch exhaust would help, along with a cam with a 112 or 114 lsa. Something to think about over the winter. Thanks.
11-21-2007, 09:36 PM
#13
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SuperL98,
Could you do me a favor and rerun it as a 383?
With that power level, I don't think the stock pistons aren't are going to hack it. If I can find a forged blower piston with the same weight I'll just swap them out. But if not, it will mean getting things rebalanced. If that the case, I might as well go for a 383.
Then I'll have a bullet proof bottom end with slightly lower boost to boot.
again thanks
Could you do me a favor and rerun it as a 383?
With that power level, I don't think the stock pistons aren't are going to hack it. If I can find a forged blower piston with the same weight I'll just swap them out. But if not, it will mean getting things rebalanced. If that the case, I might as well go for a 383.
Then I'll have a bullet proof bottom end with slightly lower boost to boot.
again thanks
11-26-2007, 05:33 PM
#14
Drifting
SuperL98,
Could you do me a favor and rerun it as a 383?
With that power level, I don't think the stock pistons aren't are going to hack it. If I can find a forged blower piston with the same weight I'll just swap them out. But if not, it will mean getting things rebalanced. If that the case, I might as well go for a 383.
Then I'll have a bullet proof bottom end with slightly lower boost to boot.
again thanks
Could you do me a favor and rerun it as a 383?
With that power level, I don't think the stock pistons aren't are going to hack it. If I can find a forged blower piston with the same weight I'll just swap them out. But if not, it will mean getting things rebalanced. If that the case, I might as well go for a 383.
Then I'll have a bullet proof bottom end with slightly lower boost to boot.
again thanks
First chance I've had to look back at this, been to busy
I worked on the model a bit more, dropped the head flow down a little because it looked high compared to most posted numbers.
Also pushed on the Vortech model after running some chevy and ford combinations I found posted.
Anyway here is a 350 vs. 383, everthing the same as the last model except a little less head flow and a different VS-1 model, using 290 cam (4.03 bore, 3.75 st, 6 inch rod on the 383)...
I also ran two similar LT1 S-Trim combinations I found on the net.
One 350 6 psi no intercooler, and one 355 15 psi w/intercooler.
Looks like we match the power curve shapes and peaks pretty good!
And if you subtract 15% or so, the HP matches the RWHP pretty good as well
Last edited by SuperL98; 11-26-2007 at 06:24 PM.
12-05-2007, 08:46 PM
#16
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I had Ron port the stock heads I bought.
That way we have a record of everything done.
They had to clean the heads before flowing them,
so 84k miles worth of crud wouldn't clog up the flow bench.
Thanks to Ron for getting that done, man they cleaned up nice
This will both end of lot of debates, and start many more.
peaked at .400 lift!
Makes you wonder about putting big rockers on stock heads.
That way we have a record of everything done.
They had to clean the heads before flowing them,
so 84k miles worth of crud wouldn't clog up the flow bench.
Brian Cunninghams heads freshly soda blasted and flowed...
Very similar to the #s pulled off the web, never hurts to double check it.
Heads and intake will be ported and the flowed (again) seaprately and together. Just for reference. Odd intake port shape.....
Ive seen #s printed out here but no charts yet, just curious.
Very similar to the #s pulled off the web, never hurts to double check it.
Heads and intake will be ported and the flowed (again) seaprately and together. Just for reference. Odd intake port shape.....
Ive seen #s printed out here but no charts yet, just curious.
This will both end of lot of debates, and start many more.
peaked at .400 lift!
Makes you wonder about putting big rockers on stock heads.
12-20-2007, 09:18 AM
#17
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Ron started porting my heads yesterday.
Here's an intake port.
Keep in mind that these are a work in progress, and he hasn't finished the port yet.
He's even porting the oil return holes for me
checkout how the stock guides are NOT centered in the casting
Still trying to figure out what that step on the backside is.
Here's an intake port.
Keep in mind that these are a work in progress, and he hasn't finished the port yet.
He's even porting the oil return holes for me
checkout how the stock guides are NOT centered in the casting
Still trying to figure out what that step on the backside is.
02-18-2008, 10:45 AM
#18
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Update:
Ron convinced me that for the $ I'm spending that I'm better off going to a casting better than stock. I went ahead and ordered up AFR's new Eliminator 195 castings for the LT4. You can make pretty good peak intake #'s with the stock casting, but there's not way you can ever make it flow on the exhaust like that. Which on a supercharged engine will be the choke point.
http://www.airflowresearch.com/195sbc_lt4.php
Next Ron will see if we can modify an LT1 intake or pick up a used LT4 or perhaps Edelbrocks new intake.
I'll also talked to Tony @ AFR and I'm going to have him make me a custom cam grind. Getting the cam grind for these aftermarket heads will be critical.
Ron convinced me that for the $ I'm spending that I'm better off going to a casting better than stock. I went ahead and ordered up AFR's new Eliminator 195 castings for the LT4.
You can make pretty good peak intake #'s with the stock casting, but there's not way you can ever make it flow on the exhaust like that. Which on a supercharged engine will be the choke point.http://www.airflowresearch.com/195sbc_lt4.php
Next Ron will see if we can modify an LT1 intake or pick up a used LT4 or perhaps Edelbrocks new intake.
I'll also talked to Tony @ AFR and I'm going to have him make me a custom cam grind. Getting the cam grind for these aftermarket heads will be critical.
-----Original Message-----
From: cuisinartvette
Subject: they're heeeeeeeeeeere.....
Dude, these things are gorgeous...Doesnt look like a CNC'ed head, they look like more of a ***** out race head seriously. The exhaust ports look absolutely sick on this thing.
If you looked at these and an 18 degree head you wouldnt be able to tell the difference, seriously.
From: cuisinartvette
Subject: they're heeeeeeeeeeere.....
Dude, these things are gorgeous...Doesnt look like a CNC'ed head, they look like more of a ***** out race head seriously. The exhaust ports look absolutely sick on this thing.
If you looked at these and an 18 degree head you wouldnt be able to tell the difference, seriously.
04-05-2008, 09:42 PM
#20
Le Mans Master
Member Since: Oct 2002
Location: Las Vegas - Just stop perpetuating myths please.
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Use a dedicated supercharger cam.
I don't know why a cam Vortech blower would be different than a Roots supercharger cam. Both are positive press and need that exh valve shut before the intk vlv opens or your pushing good fuel mix out the exh pipes.
A lot of enthusiests try to choose a regular dual pattern cam hoping a wide enough lobe sep angle will work. But from what i have read the ramps may well be different enough on a supercharger type cam to make quite a difference in power. Like what the pros say just bolting a supercharger without a matching cam is an easy way to spend a lot of money reducing your fuel milage and slowing down too.
Good luck and please post your results,
cardo0
A lot of enthusiests try to choose a regular dual pattern cam hoping a wide enough lobe sep angle will work. But from what i have read the ramps may well be different enough on a supercharger type cam to make quite a difference in power. Like what the pros say just bolting a supercharger without a matching cam is an easy way to spend a lot of money reducing your fuel milage and slowing down too.
Good luck and please post your results,
cardo0