Plan B
01-03-2004, 09:47 AM
A little something we kinda already knew huh?
Originally posted by J-Rod @ ls1tech.com
I thought I would bring this post back too the top with regards to a few of the things I have seen down here in Australia.
I visted one of the shops here in Sydney with Peter (PlanB), and they showed me some of the things they are up to down here. In talking with the folks, quite honestly they laugh at our cam specs. "Big" in the states is a baby cam here.
They can't belive the ridiculous ammount of LSA we have on our cams. When you look at some of the cams they are running down here, and the LSA and ICL, if you belive what you read in 99% of the cam threads you tell yourself "there is no way this cam can run". I'm here to tell you that not only do they run, they work fine. In fact they work better than many of the cams I have seen in the states. They make more power, and they drive better.
I personally drove a Holden with an automatic the cam specs were 232/232 108LSA and I don't know the ICL, yes, pick your jaw up off the floor it was an automatic car. It idles at 875-900 RPM, and they haven't finalaized the tune. It didn't buck or kick, and by comparison it sounded about like a T1 cam or say a 224 on a 112 on this car with a full exhaust. The car has abundant torque, and pulled like a freight train for a 3600-3800 lbs car, and had ZERO drivability issues. The dyno here in Australia are more conservative than a dynojet. Typical loss is 22% or so. On a dynojet in the states, one of these car would most likely make around 470-500 RWHP / 450 lb ft of Tq (with ported LS1 heads). They back up the wheel dynos with engine dynos also. In fact most of the H/C packages are dyno'd on the engine dyno, and the tune perfected, and then the whole assmebly is installed and any "final adjustments are done.
If you want a cam with some "chop" here you end up with a 242/242 106 LSA 103ICL or bigger.
The "big" cam they showed me was a 273/273 106LSA, (and yes, all these specs are @ .050). The 232 would probably fit without fly-cutting, but it would be too close for safety sake, and flycutting is best to give you some breathing room.
They run cams all the way down to 100 or so LSA 95ICL depending on the applications. When we started talking about proper valve events, these guys are all over that. They completely get it from what I have seen.
I looked over some of the speed density coversions, and that looks really cool. They showed me about 100-200 MAF sensors laying on a shelf, as every car that comes throught the shop gets converted over to speed density.
I am going to go watch a dyno this week of a big cam car with the 8 individual throttle bodys setup. According to Peter and the locals, you hit the key and it fires up, and idles just like a motorcycle (brrrrrrrrrrrr).
I posted this because so many folks have gotten hung up on the notion that you must have a 114LSA to get a good idle,and to drive it with an automatic. I am here to tell you that this is complete and utter nonsense. I witnessed it with my own eyes, I have driven a car with a setup like this, and quite honestly it works.
All I can say is you need to start listening to Ed at Flowtech, and some of these Australian guys.
I've said it once, and I'll say it again. Forget LSA think proper valve events. LSA is a byproduct of a properly selected valve events. You don't design a cam around LSA. LSA is what comes out in the end after you get all the "important stuff" figured out.
Stay tuned for some really "big" cams making really big HP in the not so distant future in the states...
More in here: http://www.ls1tech.com/forums/showthread.php?p=1111086#post1111086
Originally posted by J-Rod @ ls1tech.com
I thought I would bring this post back too the top with regards to a few of the things I have seen down here in Australia.
I visted one of the shops here in Sydney with Peter (PlanB), and they showed me some of the things they are up to down here. In talking with the folks, quite honestly they laugh at our cam specs. "Big" in the states is a baby cam here.
They can't belive the ridiculous ammount of LSA we have on our cams. When you look at some of the cams they are running down here, and the LSA and ICL, if you belive what you read in 99% of the cam threads you tell yourself "there is no way this cam can run". I'm here to tell you that not only do they run, they work fine. In fact they work better than many of the cams I have seen in the states. They make more power, and they drive better.
I personally drove a Holden with an automatic the cam specs were 232/232 108LSA and I don't know the ICL, yes, pick your jaw up off the floor it was an automatic car. It idles at 875-900 RPM, and they haven't finalaized the tune. It didn't buck or kick, and by comparison it sounded about like a T1 cam or say a 224 on a 112 on this car with a full exhaust. The car has abundant torque, and pulled like a freight train for a 3600-3800 lbs car, and had ZERO drivability issues. The dyno here in Australia are more conservative than a dynojet. Typical loss is 22% or so. On a dynojet in the states, one of these car would most likely make around 470-500 RWHP / 450 lb ft of Tq (with ported LS1 heads). They back up the wheel dynos with engine dynos also. In fact most of the H/C packages are dyno'd on the engine dyno, and the tune perfected, and then the whole assmebly is installed and any "final adjustments are done.
If you want a cam with some "chop" here you end up with a 242/242 106 LSA 103ICL or bigger.
The "big" cam they showed me was a 273/273 106LSA, (and yes, all these specs are @ .050). The 232 would probably fit without fly-cutting, but it would be too close for safety sake, and flycutting is best to give you some breathing room.
They run cams all the way down to 100 or so LSA 95ICL depending on the applications. When we started talking about proper valve events, these guys are all over that. They completely get it from what I have seen.
I looked over some of the speed density coversions, and that looks really cool. They showed me about 100-200 MAF sensors laying on a shelf, as every car that comes throught the shop gets converted over to speed density.
I am going to go watch a dyno this week of a big cam car with the 8 individual throttle bodys setup. According to Peter and the locals, you hit the key and it fires up, and idles just like a motorcycle (brrrrrrrrrrrr).
I posted this because so many folks have gotten hung up on the notion that you must have a 114LSA to get a good idle,and to drive it with an automatic. I am here to tell you that this is complete and utter nonsense. I witnessed it with my own eyes, I have driven a car with a setup like this, and quite honestly it works.
All I can say is you need to start listening to Ed at Flowtech, and some of these Australian guys.
I've said it once, and I'll say it again. Forget LSA think proper valve events. LSA is a byproduct of a properly selected valve events. You don't design a cam around LSA. LSA is what comes out in the end after you get all the "important stuff" figured out.
Stay tuned for some really "big" cams making really big HP in the not so distant future in the states...
More in here: http://www.ls1tech.com/forums/showthread.php?p=1111086#post1111086