Was tuned by XP Racing here in Okc too. Other parts already installed are headers, catch cans, HX, cold air. Made 575/545 rw


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Fair amount of duration and 115 LSA, yeah, decent overlap, thus not a clean idle.

Hear much lope?

I would think there's more tuning to be done, but maybe the experts will chime in.

 

Yes. Good strong lope


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Well, fumes are to be expected then, right?

It doesn't lope because it's clean burning and emission compliant.

That's a lot of cam for those dyno numbers, was that a Mustang dyno?

Also, curious as to why such little I/E split. Not normally seen on LS square ports.

 

Wow +6 overlap.....manual trans? Rough idle and cold surge probable in a auto for sure.


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Being catless prolly doesn't help too. I wanted a lopey cam but left the final specs up to my tuner/ Texas Speed.


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CATLESS caught my eye...

Re-install cats and see what happens. I had to, as i just couldn't stand it. As I stated numerous times, I have no clue how you guys with cats can stand it. And note that I'm no softee by any measure, but good God...the smell is atrocious. Just driving for, say, 20 minutes with the windows down and my clothes REEK...

 

Yea, auto


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Really regretting this choice


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Just change it out. Only takes ten hours...

 

Lol. Might have to.


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Aww man, my stance on cams was i had never heard someone say i wish i went with a smaller one; until now... But of course im a manual trans guy. Thats a lot of +overlap for an auto

You have any video? I bet it sounds badass at idle!

 

Exhaust smell in the car or behind? If it's in the car, you need to check the gaskets. Exh, valve cover, and maybe even head gaskets if they were off. You noticing any heat fluctuation issues as well or just the smell? You can probably continue to adjust the tune to help some of your low end issues, but that is a hell of a cam! LOL What pulley combo again?

 

Have video but can't load on Taptalk. Exhaust at rear of car. 2.4 upper, stock lower. 14psi with this cam


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Edit: 12 psi with this combo

 

I had a cam that was too big, suffered on the 60' time, couldn't make it up on the big end.

What pulleys are you running?

Honestly, as much work as it is, I would change it out. My personal choice would be too increase the split, spread out the LSA.

Depending on what you are doing with the car, drag racing, DD, road course, etc. Again, IMO, that's something you would see more in a cathedral port LS engine.

I recommend you work with LT1Z on getting you a cam that's more appropriate for your usage, and not worry about lope, per se.


EDIT: nevermind about the pulleys, I see you posted them.

 

That sucks. This is the reason I went with a small cam in the caddy. If it was a Firebird/Camaro, well, then it would have a donkey schlong of a cam. You can still tell my Wagon has a cam, but it is very docile.

 

Op add high flow cats. Your smelling the fumes because you have no cats with the cams. It's a good smell don't regret your choice and don't undo it all. Just put the high flow cats on and you should be happier

 

This, except it's not a good smell. No fun smelling like you took a bath is gasoline every time you start your car. High flow cats will help. Do that before you decide to swap the cam.

 

I have high flow cats, and they do very little, even with a stock cam.

Just my .02.

 

I have high flow cats on two cars. The one with the more aggressive cam has a strong smell. The one with the milder cam has little to no smell. I'm surprised you have any odor with high flow cats with a stock cam.

 

Sounds like a bunk tune regarding idle.

The smell is from hydrocarbons. You can minimize it but not completely eliminate it. Overlap will do that.

Bring it to STL.

 

Not a great cam choice. Having overlap and no cats will have some smell too it, but it sounds like the tune is also in need of work.

 

The term 'raw fumes' concerns me as an exhaust fume
should not smell 'raw' (JMHO)!

I took the time to run this cam through PipeMax so that we
can all get a feeling for how this somewhat large camshaft
might perform.


Engine is a stock 376 cid LSA.

Intake valve lift 0.618"
Exhaust valve lift 0.623"
Cam is installed @ +2*

Engine shift points are @ 6400 rpm

==========================================================

IntOpen= 3.50 IntClose= 49.50 ExhOpen= 56.50 ExhClose= 2.50
Intake Duration @ .050 = 233.00 Exhaust Duration @ .050 = 239.00
Intake CenterLine = 113.00 Exhaust CenterLine = 117.00
Compression Duration= 130.50 Power Duration = 123.50
OverLap Duration = 6.00 Lobe Separation Angle (LSA)= 115.00
Camshaft Advanced = 2.00 degrees Cylinder Ignition Interval= 90 deg.

-- Operating RPM Ranges of various Components --
Best estimate RPM operating range from all Components = 4840 to 6840
Intake Flow CFM @28inches RPM Range from Flow CFM only = 4872 to 6872
Intake and Exhaust Systems operating RPM Range = 4874 to 6874
Intake and Exhaust Time-Area operating RPM Range = 3853 to 5853...(This line relates the camshafts performance / Power Band to Lift, Duration and RPM)
Camshaft's Intake and Exhaust Lobes operating RPM range = 4567 to 6567
Intake Valve Curtain Time-Area at 0.618 Lift RPM Range = 4598 to 6598
Exhaust Valve Curtain Time-Area at 0.623 Lift RPM Range = 4630 to 6630

Intake Valve Close RPM = 6558 Exhaust Valve Open RPM = 6593[/B]...(Line best represents the performance changes / power band surrounding the camshafts LSA)
Intake System RPM = 6861 Exhaust System RPM = 6888
Intake Time-Area RPM = 5828 Exhaust Time-Area RPM = 5877
Intake Mach Z-Factor = 0.470824 Exhaust Mach Z-Factor = 0.631970
Intake Z-Factor Lift = 0.606185 Exhaust Z-Factor Lift = 0.596541

Curtain Area -to- Valve Area Convergence Intake Valve Lift inch= .541
Curtain Area -to- Valve Area Convergence Exhaust Valve Lift inch= .400

==========================================================

So, let's change the Lift and LSA values a little:

Intake and Exhaust Time-Area operating RPM Range = 3992 to 5992


And let's also change the LSA a little:

Intake Valve Close RPM = 6835 Exhaust Valve Open RPM = 6845


Both changes have provided (JMHO) a positive result, so
where is our overlap now?

OverLap Duration = 0.00

=========================================================

I have cut and pasted the 'complete' tabulated results below:

Intake lift equals 0.630
Exhaust lift equals 0.640

IntOpen= .50 IntClose= 52.50 ExhOpen= 59.50 ExhClose= -0.50
Intake Duration @ .050 = 233.00 Exhaust Duration @ .050 = 239.00
Intake CenterLine = 116.00 Exhaust CenterLine = 120.00
Compression Duration= 127.50 Power Duration = 120.50
OverLap Duration = 0.00 Lobe Separation Angle (LSA)= 118.00
Camshaft Advanced = 2.00 degrees Cylinder Ignition Interval= 90 deg.

-- Operating RPM Ranges of various Components --
Best estimate RPM operating range from all Components = 4863 to 6863
Intake Flow CFM @28inches RPM Range from Flow CFM only = 4872 to 6872
Intake and Exhaust Systems operating RPM Range = 4999 to 6999
Intake and Exhaust Time-Area operating RPM Range = 3992 to 5992
Camshaft's Intake and Exhaust Lobes operating RPM range = 4837 to 6837
Intake Valve Curtain Time-Area at 0.630 Lift RPM Range = 4726 to 6726
Exhaust Valve Curtain Time-Area at 0.640 Lift RPM Range = 4811 to 6811

Intake Valve Close RPM = 6835 Exhaust Valve Open RPM = 6845
Intake System RPM = 6979 Exhaust System RPM = 7019
Intake Time-Area RPM = 5943 Exhaust Time-Area RPM = 6040
Intake Mach Z-Factor = 0.461855 Exhaust Mach Z-Factor = 0.615183
Intake Z-Factor Lift = 0.606185 Exhaust Z-Factor Lift = 0.596541

Curtain Area -to- Valve Area Convergence Intake Valve Lift inch= .541
Curtain Area -to- Valve Area Convergence Exhaust Valve Lift inch= .400

=========================================================

Generally speaking we desire to see all of the values clustered together as close
as is possible to, or surrounding the RPM Power Band as we can.

It is not unusual to shift the engine in a drag racing vehicle,
at or around 10% higher than is the peak of the power band.

As discussed in previous threads;
A larger engine will require larger heads, a larger Supercharger, as well as a larger camshsaft.

If not, the engine will fall on its nose before the drivers selected shift point, because
the 'selected' shift point is exceeding the power band of the engine.

This all comes down to %VE versus Axle Torque realized.

Cheers to all!

The Duck

 

I took the time to run this cam through PipeMax so that we
can all get a feeling for how this somewhat large camshaft
might perform.

Duck,

Your valve timings are off. The ICL is 111, not 113.

 

Correct... told op that is a n/a ls3 vette cam pretty much.

 

Mike,

Does this car have a stock Torque Converter in it?

If so. . . How is that working out in your opinion?

Cheers,
The Duck

 

Thanks Bruce.

What I was trying to point out that for a given power level, the square ports (LS3, LSA, LS7) need less intake duration than their cathedral port cousins.

The intake on the square ports flow a lot more in relation to the exhaust vs the cathedral.

I like to consider when the Escalade came out with the L92.

I asked myself, why would GM do this. Knowing it must be emissions and mileage, and thirdly power, I looked a bit deeper and saw they pulled back on intake duration.

Again, because they flow considerably more than the intake on the LS2 varieties.

Add forced induction to this and you really have a situation where the exhaust needs more help than the intake, comparatively.

I believe the 70% rules still apply, right?

 

Steve,
in 'any' case;
Inlet air mass + fuel mass = exhaust gas mass.

However;
Some will state that the relationship between the
intake flow and exhaust flow should be as high as
80%, while others will state. . . . Don't worry about it,
as the 'power' is the result of the intake flow and the only
thing that matters regarding the exhaust event is that the
exhaust valve should be 'cracked' and opened as quickly as
is possible, thereby helping to vacate the exhaust charge
during the 'Blowdown' cycle.


The above seems to be working very well for those running
***very high pressure ratios*** using Centrifugal Superchargers.

Many of the 'top' runners in those applicable classes will laugh at
you if you mention retaining any sort of Intake to Exhaust flow ratio.

They simply reply;
If I had room for a bigger valve, it would certainly be a larger
intake valve that I would install--<LOL>!!


And I would agree that most all of the automobile manufacturers
would be interested in reducing camshaft duration in order to reduce
overlap, thereby reducing intake charge contamination from the residual
exhaust gas remaining in the cylinder during the overlap period.

Take care Steve!

 

That sucks you are not happy with it. Life is to short so swap that thing out!!!

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I'd try a different tuner. It can make a HUGE difference in driveability with a larger cam

 

Suggestions? Okc/Tulsa/dwf?


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Suggestions? Okc/Tulsa/dwf?

There's no shortage of tuners in the Dallas area but several forum members use the two below with good results. I'd add ADM to the list but i think he only tunes cars he built

James Karger - LSTuner.com

21st Century Muscle Cars