gnicholson wrote: ↑Fri May 04, 2018 5:51 pm
Why did you go with that large of split between the intake and exhaust? Was it for a stock exh system? I would think it would have made more torque with a single pattern cam.
Why would it make more TQ with a "single pattern cam" ?
If the cam was 221/221 would it make more TQ ?
Why would the best valve events turn out to be a single pattern cam ?
77cruiser wrote: ↑Sat May 05, 2018 12:31 pm
How bout 209/209?
I'd bet on 221/221 producing more out right TQ. 209 isn't enough duration to produce max TQ, but that doesn't mean 209 isn't a better choice for the application in this thread.
But I still don't agree that more ex duration cost TQ. Not enough ex duration would cost you tq too wouldn't it?
Im sure chris straub knows a ton more about cams than i do. Its just in my experience a smaller single pattern cam on 108 will make more low rpm torque than a cam with a 10 deg split but thats assuming the exhaust is up to the task plus if the tbi is retained to much overlap will cause issues. I was just asking mr straub what his thoughts were
So, after a good amount of responses, thank you. I have narrowed it down to two options. Rebuild the bottom end either way but the top end goes two completely different directions. Most important to me is not getting the budget issue cloudy like i always do.
1. Cam thats an every day driver and happy on vacuum, set of the Ebay cheap ass aluminum heads (yea I know how that sounds), set of pistons to match the heads and keep it at 9.2 to 9.5 compression and an aluminum intake. Aftermarket Holley TBI self learning system and headers.
2. Single Turbo kit with a cam and pistons to match. Valve job on the existing heads and an aluminum intake with a Holley TBI setup and set the boost to 7-8lbs. I have not run a turbo before and its kind of got me interested
Thoughts anyone, and thanks again for suggestions
Thanks Scott
