Another JEGS cam & bolt on results
01-15-2019, 02:18 PM
#1
Burning Brakes
Thread Starter
Another JEGS cam & bolt on results
I already posted my results in another thread I hijacked (sorry EVLGTO 
), so I'm just reposting my results on my own thread now:
1999 FRC M6 with Z51 package, LS1 with 90k miles
Stock 853 heads - Refreshed with cleaned valves, Scoggin Dickie dualvalve springs and Ti retainers kit
JEGS cam .585/.585/228/230 112LSA
42#@58PSI injectors
LS6 intake
NGK TR5GP (they're pregapped at 0.040")
K&N cold air intake with K&N air bridge
Texas Speed 1-3/4 Long Tube Headers with Offroad Texas Speed X pipe
Magnaflow XL mufflers
LS2 Timing Chain
LS7 lifters and trays
BTR 5/16" x 7.400" Pushrods
Upgraded rocker arms with trunnion upgrade from Michigan Motorsports
Melling 10295 high pressure oil pump
160F Motorad Thermostat
Results:
397RWHP/397RWTQ on a DynoJet, on custom 93 octane tune.
Tuned by Edgar AKA 'dsmlights' in Miami, FL
Impressions:
Pulls very hard, very clean and even throughout the powerband. Peak torque was at 4800RPM and peak power was at 5600-5800RPM, and it continues to make power all the way between 6500-6700, hence my tuner decided to put my rev limiter at 7000 and recommended me to shift between 6700-6800. To those who don't know, I have a sister build to EVLGTO but I have catless setup running on 93 octane. I love this cam and honestly anything more aggressive camwise would've been too much for me. Bucking is minimal, but still bucks a tad compared to stock obviously. It's just a matter of getting used to and changing my driving style since this is my first cammed car, such as holding 1st gear for a little longer. Throttle coolant bypass mod was also done during the build. Hopefully this can inspire some folks and give hope on making 400WHP on stock heads with all the other right mods.
I took the dyno roller speed vs. WHP data and plotted it in Excel using my tire and gear ratio and final drive data, where I did some math and conversions to get a RPM vs WTQ (ft lbs) and RPM vs. WHP.
), so I'm just reposting my results on my own thread now:1999 FRC M6 with Z51 package, LS1 with 90k miles
Stock 853 heads - Refreshed with cleaned valves, Scoggin Dickie dualvalve springs and Ti retainers kit
JEGS cam .585/.585/228/230 112LSA
42#@58PSI injectors
LS6 intake
NGK TR5GP (they're pregapped at 0.040")
K&N cold air intake with K&N air bridge
Texas Speed 1-3/4 Long Tube Headers with Offroad Texas Speed X pipe
Magnaflow XL mufflers
LS2 Timing Chain
LS7 lifters and trays
BTR 5/16" x 7.400" Pushrods
Upgraded rocker arms with trunnion upgrade from Michigan Motorsports
Melling 10295 high pressure oil pump
160F Motorad Thermostat
Results:
397RWHP/397RWTQ on a DynoJet, on custom 93 octane tune.
Tuned by Edgar AKA 'dsmlights' in Miami, FL
Impressions:
Pulls very hard, very clean and even throughout the powerband. Peak torque was at 4800RPM and peak power was at 5600-5800RPM, and it continues to make power all the way between 6500-6700, hence my tuner decided to put my rev limiter at 7000 and recommended me to shift between 6700-6800. To those who don't know, I have a sister build to EVLGTO but I have catless setup running on 93 octane. I love this cam and honestly anything more aggressive camwise would've been too much for me. Bucking is minimal, but still bucks a tad compared to stock obviously. It's just a matter of getting used to and changing my driving style since this is my first cammed car, such as holding 1st gear for a little longer. Throttle coolant bypass mod was also done during the build. Hopefully this can inspire some folks and give hope on making 400WHP on stock heads with all the other right mods.
I took the dyno roller speed vs. WHP data and plotted it in Excel using my tire and gear ratio and final drive data, where I did some math and conversions to get a RPM vs WTQ (ft lbs) and RPM vs. WHP.
Last edited by turabo87; 03-19-2019 at 11:13 AM.
01-15-2019, 02:20 PM
#2
Burning Brakes
Thread Starter
01-16-2019, 10:59 AM
#4
Burning Brakes
Thread Starter
You can see the behavior of this cam and the torque profile it generates is very flat. The primary reason the torque starts to taper down linearly after 5500 is due to the stock heads limiting air flow at this point, not so much the cam. All around a fantastic all around cam that basically behaves similar to the stock curve, just significantly amplified, and helps hold the power all the way up top.
Last edited by turabo87; 01-16-2019 at 02:19 PM.
01-22-2019, 04:52 PM
#5
01-22-2019, 05:23 PM
#6
Burning Brakes
Thread Starter
Well a bit of both, and that’s debatable how much is due to 853 heads and how much is the cam. This is not a high RPM breather cam, but still does pretty well. I’ve heard this mild cam is still good for more power, at least 450whp or a tad more with 243 heads and all other supporting mods.
01-22-2019, 05:26 PM
#7
Well a bit of both, and that’s debatable how much is due to 853 heads and how much is the cam. This is not a high RPM breather cam, but still does pretty well. I’ve heard this mild cam is still good for more power, at least 450whp or a tad more with 243 heads and all other supporting mods.
Ive noticed with the low lift cams this is a common trend. It’s nice how they drive though. They don’t feel as fast as they are do to the flat torque band.
03-01-2019, 02:27 PM
#8
Burning Brakes
Thread Starter
The following users liked this post:
turabo87 (03-18-2019)
03-18-2019, 01:07 PM
#10
Racer
Nice results!