Cam for most power under the curve through stock heads?
11-30-2009, 10:49 AM
#32
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Thats like saying, "I'm not to sure about this whole gravity thing".
Then please explain to me how an LS1 243 head that will flow pretty much exactly what the head from an LT4 will flow, yet the LS1 can achieve so much higher percentage of VE?
Last edited by MPFD; 11-30-2009 at 11:07 AM.
11-30-2009, 11:47 AM
#33
So you really think gm spends ton of hrs developing intakes on wave tuning? Im sure they research it and spend some time looking at it, but focus more on runner length and volume. but flow velocity and port characteristics determine more efficiency and explain the lsx motors great ve imo.
11-30-2009, 12:01 PM
#34
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Wave tuning is what engineers used to determine runner length, port volume, shape, etc...
wave tuning (i.e., constructive use of the reflective pressure waves resulting from opening/closing events of the intake valves to give added pressure differential over natural aspiration, forcing additional air into the cylinders); inlet shape and orientation; runner length, taper, area, and shape; plenum volume; and engine variations. Packaging limitations played a role in both. (There is the explaination of the higher percentages of VE...)
http://www.gmhightechperformance.com...ock/index.html
From TPI to todays LSx intakes we have seen the understanding and application of this process evolve.
wave tuning (i.e., constructive use of the reflective pressure waves resulting from opening/closing events of the intake valves to give added pressure differential over natural aspiration, forcing additional air into the cylinders); inlet shape and orientation; runner length, taper, area, and shape; plenum volume; and engine variations. Packaging limitations played a role in both. (There is the explaination of the higher percentages of VE...)
http://www.gmhightechperformance.com...ock/index.html
From TPI to todays LSx intakes we have seen the understanding and application of this process evolve.
Last edited by MPFD; 11-30-2009 at 01:58 PM.
11-30-2009, 05:02 PM
#35
ok first, good read. from what i got outta reading(and looking at the port design pics) the small part about wave tuning there saying the wave from the intake valve goes up and creates a pressure differential because of runner shape/length which would force more air in, correct? Thats all good, but its based off the timing of the intake valve, how is that gonna be bad when your just advancing everything? I mean more air is good obviously, but when used with poor or lack luster intakes like reverse split cams are suppose to, how can this be bad?
Ill mostly agree that with good flowing heads/intake there is no need, and exhaust biased cams are the better choice..
Ill mostly agree that with good flowing heads/intake there is no need, and exhaust biased cams are the better choice..
Last edited by skolman91; 11-30-2009 at 05:20 PM.
11-30-2009, 08:30 PM
#37
Gaby from Wilson Manifolds, The Head of Intake/Cylinder head developement talks quite a bit about wave tuning and Designing intakes/Cylinder Head Ports with that in mind, It seams that even as much as we do know about these engines that there still is quite a bit of Unknown, Unnfortunately we can't watch the air/fuel in a port at 2500 or 6500rpm quite yet but it would be interesting, There are a Lot of Theories out there and a Lot of "Internet experts" IMHO Believe the Guy thats Making the most Power and Running the fastest and he probably wont be on the internet LOL!!, Also FWIW I have Never seen an Instance where I thought a Reverse pattern cam would make any more power than a single or straight dual pattern JMO
11-30-2009, 11:08 PM
#39
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Yeah its pretty interesting just to c how the band would look on 3 similar sized cams( single,split,reverse split) on same engine. Of coarse it every combo will b different. Different cam will b better in different set up. But say it was the same engine say a stock motor. It would b good to see how the graphs differ.
