VE SS Camshaft Test - Tight Lobe (108LSA)
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- čas přidán 28. 08. 2024
- This ute came to use for a tune with a cam we normally wouldn't spec for a Rectangle Port 6L (Built elsewhere). So we figured it would be a great oppertunity for us to do some testing and show the difference a cam of these characteristics makes to the power curve over what we would normally spec.
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Coming back strong with all the uploads guys. Keep em coming
Killah result again!
I also drift my VE, mine is a L98 that has a 108Lsa cam as well! It is mint for it, I just stab the throttle or roll on and it breaks traction with ease!
236/242@108 .6xx"/.6xx, decked heads, hand ported with flycut pistons to suit.
Not a pissing contest but for reference with another 108lsa 6L, 498.6HP and 890.7nm!
Love your guys work! Keep it up! 👌💪
Yee haw mate that big duration for a cam that tight! Bet whoever tuned it was cursing you 🤣
Thanks for the feedback 👌 much appreciated.
@@BoostGumps He designed the cam as well haha! Mine was a trial cam he wanted to do and it paid off! Best thing too, I can completely clutch out in 1st and put along no throttle no clutch, no bucking. Bloody good tuner! I now own his old dyno, I'm glad all I have to do in it is touch ups and not attempt it from scratch 🤣
@@RKGarage thats the best way to do it!
Lol we bought all our gear off our old tuner aswel. The circle of life 😂
Richard Holdener did a test where he looked at 112 v 110 v 108 LCA. Was on a LS engine if I recall correctly. He found the 108 produced the best results. I suspect a lot of cam companies can give you something that will improve power but can't tell you why. That is, call half a dozen and all will say something different.
Great video max, would like an episode with explanation all the cam specs LSA, duration, degrees etc.
maybe a white coat and a white board is in order.
That sounds like a good idea! Once we have caught back up on the work we have up to our eyeballs, I would like to start making more vids as such, and other requested content that viewers wish to see
Love the haircut Maxy looking staunch! Hope you boys have been well
Cheers mate! We have had a horrendous
run the last 3 months, but keen to get your Ram in soon and have a play!
@@BoostGumps oh true bro that's no good hopefully you guys are at the ass end of that! Yeah bro I'm keen to send the ram in when you guys have time! The SS still gets me going every time I drive it by far my favourite car I have ever owned!
Good to see your results, if you like crazy cams you would like my VX SS that has a forged 5.7ltr LS1 manual that I’ve built around circuit sprints as it runs a custom cam with 264/260 duration, .729 lift and 108lsa and makes 385rwkw on the hub at 7600rpm and peak torque at 6500rpm so it’s a high rpm screamer and a lot of fun lol.
Sounds wild! Must have a pretty serious valve train to deal with that much lift. What static comp was the combo?
@@BoostGumps it’s still only 10.5:1 with ported 243 heads etc but still only runs on pump 98 at that power level as it’s gone from a dedicated track car back to a registered cruiser for the streets. :)
I’ve been reading a lot of David Vizards stuff on tight lsa. Using his formula this lsa is about 1 degree off been the correct. I would love to see more testing on tight lsa. As I’m looking at doing a head/cam package on my ls3. To help me make the right choice.
109 LSA is the perfect cam for a 6.0 according to DV. But, it's hard to find a .600" lift cam on a 109 to take advantage of the high flowing LS3 heads. So, by his data going narrower will be as good or better. I'm running a Cam Motion Little Chopper in my L77. It's on a 108 LSA.
Im not farmiliar with DV's work, but can add that from all our understanding and flow data that I have analysed from rectangle port heads, that I wouldn't necessarily use 600 lift as a minimum. CFM rarely continues after 580 from what I have seen. The lobe profile will make a bigger difference than the overall lift, the faster the valve gets to that 300 ish lift the better.
@@BoostGumps Thanks for the reply. Yes, the flow in the rec port heads level off after .580" or so (diminishing returns after that point). I wanted to make sure to go past that because there is some data suggesting that more lift (even when it doesn't look like it's needed) will produce more power. Eric Weingartner shows some data on his YT page that correlates the power increase from a few years ago.
Does the power brakes work good on this car?
How are the power brakes? Do they feel good and strong? I have a similar cam in my Caprice PPV. My cam is a Cam Motion Little Chopper, 222/232, .595"/.587", 108 LSA.
Hey fellas love the content and all the information. Just a request could you on each video on the CAM swaps have a idial vid at the end cheers 🍻
Hey mate, do you mean as in a video of dialling the cam in? Just to show how to do it? Or just to demonstrate at what degree the cam was installed?
@@BoostGumpsI think he is asking for video of it idling
@@ethanbatt5583 ohh rogy yeh that makes more sense. Ill try remember to get more idle clips
It would be interesting to see this cam with decked and without to see how much power youre losing with bleeding off of compression with such a tight overlap.
David vizard says narrower lsa gets better power results even with less duration to make a nicer idle
If you've read David vizard you'll know he has a calculation to do with intake valve size to figure out the correct lobe seperation angle going too tight can lose power as well.
I think more LS cams should be a 108-110 rather than trying to make a wide LSA to broaden the band across the whole rpm.
It's like a trail bike on the road vs a road bike and a trail bike vs a Motorcross bike.
Best of both worlds usually ends up being meteoric in both.
Select the duration to run the powerband you want and need and run the LSA to have it narrowed down .
Not one of these 1500-7000rpm apparent camshafts lol.
Yeh it all depends on the intake centreline. The later the intake closing event, the more dynamic comp you’re bleeding off. Everything is a balance. We feel we have done enough R&D to understand what works well for given combos/compression, but always jump at the chance to test new combos others have built.
Its hard as a workshop to try offer someone an experiment for their money, so for us we generally keep to what we know. Always love to get more data from these more obscure setups.
@@hayden6056 I was generalising but more to do with the comments about using wider lsa.
108 needs more compression but it did decent job. constant torque
We believe it would certainly benefit from more compression. That being said, pretty much all of them can tbh. Heads are so good as soon you let them breath they all could do with more!
@@BoostGumps to move the power band up with tight lobe seperation u usaully need duration and comp and bottom end that can handle that rpm you can move it up but u will be revving 7500 plus. its all about the window you can get the best out of the motor you have
@@jacksonbermingham2168 yep my forged 5.7ltr LS1 runs a custom cam 264/260 duration, .729 lift, 108lsa and its all top end power now with peak power at 7600 (carries power easily to 8000) and peak torque at 6500 but damn its a little rocket when you're up in the revs. :)
@brettstuchbery1672 That's pretty wild build, though not a streeter
@@jacksonbermingham2168 it’s back now as a streeter with the same combo and I cruise it around no worries at all even with the T56 and spooled 4.11’s on semi slicks. :)
So am I right in saying that the stock 6l doesn't have enough compression for the 108 cam resulting in lower vacume therefore making it harder to tune
I should probably make a video explaining this in depth a bit better. What I should have explained is that the dynamic compression is most affected by the timing of the intake valve closing in relation to the induction/compression stroke. The later the intake closes, the more dynamic compression you will bleed. This doesnt always directly correlate with the lobe sepperation angle, but more accurately correlates with the intake lobe centreline and intake duration. By the time you open these engines up and allow them to breathe properly, plus a half decent cam, you generally will find in most cases that they lack enough compression and are not knock limited. This isn't exclusively the 6L, it applies to all stock bottom LS engine combos in our experience.
Compression and Vacuum don't necessarily correlate either. Generally speaking, cams with more valve overlap create less vacuum as it slows air speed quite a bit at idle. Having very little vacuum can make them hard to tune, because in a speed density situation where we are tuning based on manifold pressure (vacuum) it shorten's up our window for tuning and we lose lots of resolution when compared to a cam that creates more vacuum. This isn't a problem for wide open throttle, but for transient and low throttle and cruise tuning, hence cams with very tight lobe sepperation angles are generally not used for street applications. (In EFI cars like LS's, you will find Carb'd cars will use much tighter LSA's, things like SBC and Carby LS combos need a tighter LSA cam)
So yeh, although cam and valve events do affect both dynamic compression and vacuum, they do it in different ways which arent necessary linked.
Keen to hear your thoughts on the intake?
don't go much on the otr, strange cam choice