Quote:
Originally Posted by Dave Bisschop
There are so many variables that will affect performance, your cam swap obviously showed that the 108 LSA was better suited to the rest of the combo. Does that mean if you had made other changes in the combo that the 110 LSA could have been quicker than the 108? When you did the cam swap did you keep the ICL in the same position? It all goes back to what you said earlier that matching the components is critical. With all the info out there it's fairly easy to get into the ball park, but there are a ton of "grey" areas that require tweaking to get things optimized.
I do believe that a 3500ish lb car all dialed in could run bottom of the 10's with the last combo. Will that happen first time out? I doubt it. Good discussion, if a guy could just do R&D all day everyday!!! Unfortunately that doesn't pay the bills.
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Yes, you are right about someone else paying the bills, while R&D is done!
We ran the 110 LSA for two seasons and tried changing the cam timing several times. It liked tight lash, 1.6 rockers over the 1.5s it ran best about 5 degrees advanced and was running 10.5 @ 127. We swapped the cam and installed it 5 degrees advanced and started with the tight lash. Off the trailer we went mid 10.3 @129. We played with that for a couple of seasons. It didn't make much of a difference moving the cam timing around but it still liked the lash tight so we switched to a UD 275/283 on a 108 and picked up again. Now the engine liked 103 ICL and the lash at .026. We played around with that for a while and ran 10.1 @ 131 mph. The engine was put to the side and after a few years I just freshened it and installed a Comp 280/284 .440 LL cam ground on a 105. I hope to get a chance to test it in my brothers 70 Firebird this year but we are into June already and still behind. I also degreed the old 275 UD so we can swap them easily in the car if we feel we want backwards.