XP Racing Cam Job

[The 2010 Sin]

Looks like the car is going to Brett at XP-Racing in OKC on the 18th of this month!!!! :-)

We're doing a full custom cam job and tune on the vehicle.

Cam grind is as follows: 231/236 .641"/.615" 111 LSA

I'm going to keep my setup the same that I have now to see what additional power this cam puts down, then we will possibly open it up with long tubes in June. I have no intention of racing this car since it has 350lbs+ worth of stereo equipment in the trunk. All Im looking for is that Lope and that choppy sound that the 6.2L should have! :-)


Current Mods:

Cold air intake
ADMperformance.com offroad downpipes
Flowmaster AT catback exhaust


I will post on the processes and you know I will have a video or two, One on the dyno and one as I did all of my exhaust comparisons.

[Novianca]

damn you beat me to it! lol...ill be having brett install my head/cam package at the end of the month!!! ironically enough I've been looking at that exact same cam from TSP! Let me know how you like it cuz i dont know when the next meet & greet is in okc so might not be there in time? congrats man!

[The 2010 Sin]

Im super pumped about it. Cant decide on that cam or the Chucks tuning stage 2 cam, since the guy wont spill the specs on that one i guess i will do the TSP. :-/ OH WELL! it will be hella nasty either way! hehe

too bad you cant make the tulsa event on the 22nd! Hard Rock, my bar, and you can hear my new sound system and cam at the same time.

Zach

[wbt]

Pretty radical cam.

[Novianca]

i wish i could man if only it was a few days later! oh by the way matt or jason i forget which one i was talking to from TSP said the biggest you can go on that perticular cam with stock heads is a 112 lsa so you might hit some P/V clearance issues with a 111 lsa

[wbt]

May have a P/V clearance issue but I would be more concerned with cylinder pressure with his cam choice.

[The 2010 Sin]

Brett is a very talented and knowledgeable installer/tuner. He said I wont have any issues it will be a healthy but streetable setup, but i did have to change pushrods, springs, retainers etc. for this setup.

[wbt]

Originally Posted by The 2010 Sin

Brett is a very talented and knowledgeable installer/tuner. He said I wont have any issues it will be a healthy but streetable setup, but i did have to change pushrods, springs, retainers etc. for this setup.

Fair enough.

Remember the more overlap you have the less cylinder pressure meaning if you do not bump the compression up you will have very poor low to mid rpm performance and poor driveability. Something to consider/think about.

[Novianca]

Originally Posted by wbt

Fair enough.

Remember the more overlap you have the less cylinder pressure meaning if you do not bump the compression up you will have very poor low to mid rpm performance and poor driveability. Something to consider/think about.

By all means let me know if I am wrong here, but from what I've read in this article (http://www.gmhightechperformance.com...son/index.html) a cam like that would cause INCREASED pressure which inturn makes it less streatable and less driveable.


So from MY impression of what that article says you are correct, in a sence, but have your pressure thinking backwards. Oh and I am in no way bashing your comment so by all means correct me if I am the one who has it backwards, just trying to provide info and learn at the same time. Thats why I read so much on this forum, to learn more.

[The 2010 Sin]

Well we changed our minds last minute.. no longer doing a TSP setup I will be doing a custom grind of 236/244 .602/.612 lift. with a 112 LSA

[The 2010 Sin]

Cant wait to hear this beast! :-)

[Novianca]

Dang that looks like a pretty healthy cam lol sweet!

[The 2010 Sin]

204/211 .551/.525 @ 117 LSA (Stock Cam)
236/244 .602/.612 @ 112 LSA (New Cam)

[wbt]

Originally Posted by Novianca

By all means let me know if I am wrong here, but from what I've read in this article (http://www.gmhightechperformance.com...son/index.html) a cam like that would cause INCREASED pressure which inturn makes it less streatable and less driveable.


So from MY impression of what that article says you are correct, in a sence, but have your pressure thinking backwards. Oh and I am in no way bashing your comment so by all means correct me if I am the one who has it backwards, just trying to provide info and learn at the same time. Thats why I read so much on this forum, to learn more.

Thanks for checking into and reading about this. The following will help explain cylinder pressure and it's importance to performance:

http://www.wighat.com/fcr3/camtruth.htm

A nice article discussing overlap:

http://compcams.com/Community/Articl...?ID=1726205736

After reading these one will note there is a fine balance to maintaining optimal performance. The cam is the heart of the engine. It is critical to getting it right. I.E. increased flow with the right amount of cylinder pressure maintained.

In short - a high amount of overlap requires increasing the compression ratio of the motor to help reduce the loss of low to mid range power. This is accomplished by either reducing the combustion chamber size from milling the heads or using domed pistons. I prefer to reduce the combustion chamber size by milling the heads vs. using domed pistons. A flat top piston will allow for more complete combustion = more power. Some engine builders may feel differently but that is my preference. I also advocate the use of angle milling to help un-shroud valves. That is a separate discussion however.

Hope that all makes sense.