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Blower cam...

This is a discussion on Blower cam... within the Internal Engine forums, part of the LSx Technical Help Section category; Originally Posted by ninobrn99 please do. a list of mods, the tuning done and a graph if you got it. ...

  1. #21
    Impounded eddierox's Avatar
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    Quote Originally Posted by ninobrn99
    please do. a list of mods, the tuning done and a graph if you got it.
    Ok heres’ the lowdown.

    Car: 2002 SS SLP ~ key fob, floormats & exhaust meaning an SLP muffler only.

    After blowing the (Z06 retrofit for F-Body) Magnuson Supercharged stock 5.7L (as was anticipated even at 6 psi boost and at about 420-460 hp @ 4900 rpm he thinks) as well the differential also exploding …
    Motor was swapped out for an SLP LQ9 (ZL402 iron block) low compression about 9:1.
    Basics are Eagle rotating assembly & Ross pistons.

    LS6 components complete the rest including SLP’s big radiator.

    SLP AFR Head & Cam Combo ~ too much to list so see SLP.
    Cam Specs:236/590 LSA:112
    236/590

    A4 ~Yanks PY3400E ~ Pro Yank Extreme 4L60E, Posi Lock-Up Clutch, Kevlar Linings, 3400 Stall. Etc.
    Custom Steel Driveline into 10 bolt 3:42 Motive performance.
    SLP adjustable torque arm installed (after explosion of stock 3:23)

    All UMI suspension upgrades including front upper & lower tubular control arms.
    SLP eibach & revalved Bilsteins

    Z06 polished 18 x 9.5 and 10.5 (sans Goodyear now Falken due to going through rear tires very quickly)

    After a 1500 mile break-in on the LQ9 he estimated a minimum 475 hp @ 6 psi boost to 5000 rpm.
    Generally paranoid as would be .. the boost was increased to close to 8 psi where it is estimated the hp gain was to over 500+ hp @5500 rpm .. but then fell flat on its face.

    This was attributed to running out of either cam, manifold or air induction
    So an LSX 90mm system with a Vararam was installed.
    This helped immensely and he was happy with an estimated (conservatively) 550 hp and about 475-lbs/ft. torque

    However being the true hot rod head .. 600 to 1000 hp was the next step.

    This can only be achieved and I repeat CAN ONLY BE ACHIEVED through increased aspiration so to get to 6000+ rpm .. albeit safely.

    Thus the blower cam argument.

    I suggested Patriots’ 232/230 - 580/580 110 LSA.
    My theory was to allow for the motor to aspirate much more quickly and beyond itself as the idea was to accelerate from 0 to a feasible 200 mph free from internal motor turbulences which generate causing lag.

    But he opted to swap the SLP AFR cam for Futrals FM1-RJ-111 because of its bigger numbers.
    Specs: 236/239 600/611 LSA:111
    This is Futral’s extremely rough idle cam good to 7200 rpm from 3500.

    As of this writing the estimated HP is 600 hp @ 6000 rpm and 700hp @ 6800
    .. conservatively ..

    The car actually runs exceptionally smooth and you can’t really notice the loppy idle since the addition of a set of kooks, 4” custom ORY all the way back dumping off over the axle which is way to loud thus you don’t notice that the camaro is bouncing around like an over aspirated Pro Stock at idle.

    My opinion after getting my hair blown back at 175 mph in about 5 seconds is that the car is in excess of 800 hp at 6000 – 65000 rpm. @ 6-8 psi.
    He is happy for now but I expect that this will wane and a need for ever increasing HP & instant overwhelming g-force throttle response is next (as if it isn’t already) and my talk with him this morning confirms this.

    I said its time for the 110 LSA with big rockers and big overlapping valves in the heads.

    He said “ ah eddie ,, as always you’re so right .. when do we start.. “

    Will keep you posted ..

  2. #22
    Sky042
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    Quote Originally Posted by eddierox
    Blower cams are a little bit different breed of cat than any other.
    They aspirate in accordance with the % drive of the blower itself.
    They function in accordance with underdriven and overdriven.
    Typically, the street blower is maximum 4% overdriven as anymore would not make it streetable.
    Typically flat top pistons are utilized in low compression say 8:1.
    Typically longer duration and shorter lift is desired but the difference is usually nominal and depending on what kind of reliability is desired.
    An overlap say at 110 LSA with short lift would be optimal as this tends to speed up the induction and waste process which blowers want to do.

    I'm not sure where you're getting your info but a 110LSA would be a poor choice for a FI car.

  3. #23
    Sky042
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    Quote Originally Posted by eddierox
    I just noticed you two follow around each other on the forum like mutt & jeff .. no .. frick & frack .. no .. abott & costello .. no .. the bi-polar twins .. no .. probably just some multiple personality patient ..

    .. anyway ..

    Take a real close peek on the left cylinder head .. you see the black plaque designating it as special edition SS SLP?
    Now take a look at the SLP build sheet .. out of focus?
    Look at all the additions that looks to be over $10k of SLP additions .. how many & how much are they usually?

    Whichever personality I'm addressing .. wants to call the guy for the build number then call SLP on it like I did?

    Hello? Anybody there?

    Are you saying that the car came from SLP with all those mods?
    That'd be a incorrect assumption.

  4. #24
    Sky042
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    Quote Originally Posted by eddierox
    Hey dude/dudes or whoever "it" is I'm addressing at the moment of your/it/them/they/whomever's particular psycosis ..

    The car is designated/planned then built as an SS SE SLP .. are you with me?
    After that who cares what done to it?
    Its a bonafide SS SE SLP .. very very rare ... you're still with me? yes?

    Now I know you're screaming naked ears have no other purpose in life to prove me wrong .. pick up the phone .. jeez even your lab monky physician can do this .. yes?

    no?

    I'm in awe of your next psyhcobabble .. or am I ?


    The last time my yahoo was played out it went like this ..
    OK EVERYBODY .. HERE HE IS .. READY? DRUM ROLL PLEASE .. READY?
    BAMMMMM !!!!
    http://profiles.yahoo.com/eddieroxus

    you know what the response was .. "yes dude and ..?"

    well eeee errrr awwww .. babble babble babble


    Thanks for posting your yahoo profile.
    You just reminded me that you're supposed to be banned.

  5. #25
    Awaiting Activation Liquifire's Avatar
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    Quote Originally Posted by nhraformula
    how can anybody even listen to what a guy that looks like this has to say,

    http://profiles.yahoo.com/eddieroxus
    wow .......that was funny roflmfao.......the eighties are dead......let it go

  6. #26
    Awaiting Activation Liquifire's Avatar
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    Quote Originally Posted by Sky042
    I'm not sure where you're getting your info but a 110LSA would be a poor choice for a FI car.
    agreed............hey eddie.....sell the camaro and find some other site to misinform people on.

  7. #27
    Senior Member ninobrn99's Avatar
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    blackhawk, was your question answered? or do you still need inputs? your best to go with a high lsa normal split cam. What you will have to consider is where do you want the power?? do you want a crazy amount of midrange or do you want it all topend? Ed Blown Vert went with a 222/226(something like that) 115 for his blower car.. he wanted alot of midrange and wanted to keep his boot in that area..it depends on what you want out of the car.
    Nino
    Last edited by ninobrn99; 10-11-2005 at 09:33 AM.

  8. #28
    Blown, Stroked, & Sprayed

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    Yes a traditional split is good for a Blower.
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  9. #29
    Senior Member ninobrn99's Avatar
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    Quote Originally Posted by Ed Blown Vert
    Someone?

    Yes a traditional split is good for a Blower.

  10. #30
    ITLXLR8
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    a reverse split will help even more... esp with a SC setup... most will say on a 113LSA or higher...

  11. #31
    Blown, Stroked, & Sprayed

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    Hmm... I thought a reverse split was better for Turbos?

  12. #32
    Senior Member ninobrn99's Avatar
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    thats what i thought guess ive been misinformed.

  13. #33
    BlackHawk T/A
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    Reverse split is better?

    So something like a 228/220 .58x/.58x on a 116 LSA would be nice for a boosted daily driver with street manners huh?

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