Yep, that is true, but I didn't mind since he was porting and polishing my heads and port matching my intake, which by the way is/was a great job. Oh, I really didn't mind the 5 weeks it took for him to to all of the work, plus install modmax valves and valve springs, since he priced the regrinds to me....well I really can't say. All I know is that I am very pleased with his work and I recommend anyone to him.

And if you know that you are aware what we are talking about where do you come up with 6 months at?

 

Hey Sal or anyone knowledgeable...

Found my reground cam specs
in 195deg 295deg
ex 205deg 305deg

This looks like roughly a 10 deg bump over stock. I would consider this to be a mild grind right? Any idea if lash caps are needed for this cam?

Also the 5-12Hp gains seen, is that just peak gain? How about over the whole rpm range? Is it a flat 12Hp gain or is there more/less at lower or upper rpm.

 

I will not trash this thread by turning it into a Bash S.D. thing...

If you want to discuss the couple of instances of rediculous turn-around times (i.e. Longer than 4 months, give me a shout in PM or email), I can point you in the direction of first hand experiences?

To the original thread, good luck with the cam search.
joe

 

I'd like to toss in a couple statements here.

I was the one involved in the exhaust discussion on the L's. I really think that the cam issue is very similar. On a forced induction engine, the cam tuning is not that important. I think its even less important with a constant volume blower. You want high lift to get the air in, and minimal overlap so you don't lose your charge out the exhaust valve. Afterall, you have 8-15 psi shoving the air in in the first place.

I won't discuss the physical properties of the blower (look it up if you'd like), but the same principles apply. Your turning a blower at a fixed speed relative to the engine, and that's where you get your airflow. Larger lifts may decrease the blower power requirement, but its small numbers your talking here.

Naturally aspirated engines are very dependant upon the cams, intake, and exhaust tuning to get the power where you want it. Constant Volume blower engines just need that blower to turn.

Centrifugal blowers are a whole different animal. Anyone with experience running cams for those applications, make sure you understand the difference in the blowers before you apply generalizations based upon what you learned with the other blowers.

 

Newbie question.
I got the idea that under boosted situations, with so much psi pushing, there isn't as much gain in having the cams tweaked to bring out the finner points. NA depends on that sucking power to get more air in. Therefore valve opening and closing can play a big part.
But like you said, with constant boost what's the difference between Centrifugal & Roots blowers? After all, once it enters the intake manifold, boost is boost, right?

Please correct me where I'm wrong.

 

Yeah boost is boost, but there can be large differences in how much boost you make.

Look for my post about exhaust (its one of only a few, and I had at least 7 posts in the thread). Somewhere on page 3 or 4, Keith Shaw posted some blower data for the Eaton and a Vortech. The difference is that flow for the Eaton is based on inlet density and blower speed. The flow for a centrifugal blower is speed and pressure ratio. What you are really concerned with is mass flow, and not necessarily boost.

With the eaton, cams with larger amounts of lift may make it easier for the air to get into the cylinder, resulting in slightly lower boost. The mass flow is still the same, though. The mass is going to get in there one way or another. The power it takes to turn the blower will probably go down with larger lift cams (assuming the lift was a bottleneck in the first place) will show increased power at the wheels, but I have shown before this will be a relatively small amount.

With a centrifugal blower, since it is easier for the air to enter the cylinder, the downstream pressure will go down, therefore the pressure ratio will go down. Very small decreases in pressure ratio can result in very large changes in mass flow. With centrifugaly blown engines, there are large power gains to be found be making it easier to get the air into and out of the cylinder.

Since these are boosted cars, I believe the overlap is not important since you are not relying on the overlap to help you move the air. Instead, you want to minimize overlap since your boosted inlet is at a much higher pressure than you exhaust and will allow you inlet charge to get straight out of the exhaust.

Ask away if you have more questions. This is all stuff that I believe to be the case from my understanding of engines and how they work. My thoughts aren't necessarily substantiated by experimentation, so maybe others who have done the work can chime in. Especially those who have worked with cams on both types of superchargers.

 

WOW, a lot has gone on since i last checked this. Thanx everyone for any info provided. First question, i planned on having to swap valve springs (like any f body cam swap) and dont mind using ?valve caps?, BUT, like i said, i want something with a decent lope to it, nothing bouncing off the ground, but i want to hear that its there. i know from my f body experience, a the tighter the lobe seperation, the better itll lope obviously, so Any spec suggestions?also, i planned on ordering my flip chip from you Sal, would you be able to tune for this? thanx for the help.

 

Do you still want the lope, even if it hurts power?? Myself, I could see spending money for just the sound, or the looks. But I don't think I could spend money to hurt the performance of the truck, just so I would have a lope at idle. When you have overlap (which is what gives you the lope and helps naturally aspirated power), you risk blowing your air/fuel charge straight out of the exhaust under boost. That could hurt power!

By the way, nice choice in bikes. I just did a track day at Texas World Speedway, and as fun as the L is, there is nothing that can compare to twenty straight minutes of lapping a racetrack on a bike. Combine that with the fact that I was doing an indicated 160 mph at the end of the front straight (really mid to upper 140's)!!!

 

Im backing up thunder on this one. S.D Wheeler is a total clown and do NOT say i didnt warn you. This just doesnt concern a headswap.. First he screwed over the Windsor people. Then it was a matter of time before he began to screw the Modular crowd over on the Corral. You have people there with various parts ordered. Some things since Jan!! Were talking Cams, Head porting, INTAKES, etc/

Visit This Thread Then Ask Yourself Why You Woulld EVEN Consider Doing Business With This *** Clown!

Im not trying to flame. I just dont want to see any of you Lightning people get mixed up in this BS too. To many of my fellow Cobra/Stang guys have been bent over by this guy.

Sal. Thanks for the information, keep us posted!