[charlie66]

Originally Posted by v869tr6

That's what it looks like, a little bit of a pressure drop across he intercooler and throttle body.
Looks like snow today, and the salt that go's with that, may end the season here.

Doesn't sound too bad.

Snow already? Wow , well I guess there's always next year....

[johnta1]

Here's a link to the html file I made of the text, Charlie:

Bullet Cam Lobes

[Tom Vaught]

I sent Charlie a File I created from your info so he is all set now. Thanks anyway.

Tom V.

[v869tr6]

Originally Posted by Tom Vaught

Around 2 psi you can live with, 3+ psi and you better look at different plumbing/parts.

Tom V.

If a combo isn't max effort what would a 5 or so psi pressure drop really do?
Thankfully mine looks OK for now but I already have 10 lbs. of stuff in a 5 lb. bucket, so fitting bigger, better stuff would be a real challenge.

[charlie66]

Originally Posted by v869tr6

If a combo isn't max effort what would a 5 or so psi pressure drop really do?
Thankfully mine looks OK for now but I already have 10 lbs. of stuff in a 5 lb. bucket, so fitting bigger, better stuff would be a real challenge.

I would imagine besides the extra heat from the restriction working against you, that you could just turn the boost up to compensate for the drop in pressure. Then it would be just a matter of how much efficient boost/psi your turbo is capable of? I no expert but that would be my guess on that deal..

[charlie66]

Originally Posted by johnta1

Here's a link to the html file I made of the text, Charlie:

Bullet Cam Lobes

Thank You John.

I don't see my cam in there, but if I were to pick one that is close to it , it would be this one : R284/388 CTA.

[charlie66]

Originally Posted by Tom Vaught

Posting up the Bullet Turbo Cam specs would help in figuring out what is really happening Charlie. I know you have had that high EGT deal for a long time. Kind of a balancing act as heat is also what makes the turbo work very well. I have spun up a smaller turbo on a COLD test cell using a large supercharger and it would go to full boost in less than one second with no heat BUT the fire marshals would not allow a heat set-up where we wanted to test the turbochargers.

Now we have a multi-million dollar dedicated Turbo Test Stand Facility so testing with heat is the way we do things. Lots of very hot heat was used when we tested the Le Mans Turbo hardware.

Post up the specs Charlie and maybe Bruce and I can help you out.

Tom V.

After seeing my cam spec's what do you think is going on?

[BruceWilkie]

Originally Posted by charlie66

Here's my cam specs Tom ..
.050 int 251 exh 242
Lob lift .3883 .3707
Separation 114.
O - CL OP - CL
15.5 55.5 59 3
.020 284 278
Gross lift 582 556
Degree intake lob to 110
Hot lash is .026
After trying a lot of different lash settings as of now its ..020 Int .022 Exh
I have installed the cam on a 110, 108 and 106 as well... But right it in @ 109

Sorry last night other things had me up late...

Heres some numbers for you Charlie.
Your current cam goes from .020" to .050" cam lift quicker open/close rate on intake than exhaust rate (from .020-.050 is 33 deg spread on intake vs 36 degree spread on exhaust) odds are the opening rate is quicker than the closing rate with either lobe for valve control.(maybe)

I'd rather see the faster opening rate on the exhaust side and slow the intake opening/closing rate. I would also decrease intake duration and further delay intake opening letting intake close about where it is now.

Present cam is 284/278 at .020" 251/242 at .050 114 LSA 110 ICL

Proposed cam is 278/278 at .020 242/245 at .050 115 LSA 113 ICL

Seat timing IO IC EO EC------------------------------------------------
Present--- 32 72 77 21 114 LSA 110 ICL 53 degrees overlap--------------
Proposed-- 26 72 77 21 115.5 LSA 113ICL 47 Degrees overlap------------

.050 timing------------------------------------------------------------
Present---15.5 55.5 59 3 114LSA 110ICL 18.5 degrees overlap-----------
Proposed-- 8.0 54 60.5 4.5 115.5LSA 113ICL 12.5 degrees overlap--------

Keep in mind this is assuming that INCREASING intake lash(only) lowers EGT.
IF increasing lash on exhaust (only) lowers your EGT then I'd juggle the exhaust timing numbers and keep the intake timing points the same as proposed.