Quote:
Originally Posted by Super73
I agree with everything said here. I will add a little to it based on the way I do it.
Decide goals
Power adder if any
Target RPM band
Bore/Stroke/Rod Ratio
Heads/Fuel/Dynamic Compression (compression becomes a by product)/Quench
Intake/Headers
Cam
With out knowing every thing before the cam, you will never optimize valve events. Call any custom cam mfg and they will want to know all of the above before grinding a cam.
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You agree with what he says? He said heads first, cam second which is the correct way but you keep saying camshaft LAST so which is it?
Quote:
Originally Posted by Super73
Sounds like the wrong cam was selected in the first place. Probably too much duration and overlap to work well on the dual plane.
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Actually I believe it was the customer had to run a dual plane for hood clearance and it choked it off. Sometimes these engines just decide what they want for whatever reasons. I`ve built engines that ended up running about 1 second quicker than what I had in mind. Took some time but the basic long block never changed. We can go back and forth til we`re blue in the face. Nothing is going to get solved and we took the OP`d thread way off course.