just want some reassurance on combo choices

Grumpy said:
keep in mind that there is a critical balance that must be maintained between ,time spent in research and carefully thinking about your options generally pays big dividends that you'll miss out on if you just randomly search for ways to boost the cars engine power,
carefully matching components to the engines effective dynamic compression, peak horsepower and peak torque ,
and the cars drive train gear ratios the cars weight and the available gearing, shift points and available traction,
always results in a more effective and efficient use of the cars power.
in a performance application, you generally want the cars weight, to be as light as practicable, to have the power to weight ratio to be advantageous ,to fall in the 7lbs -5lbs per horsepower range, you generally want the engines peak rpm limitations to fall 500rpm-1200rpm above peak power and shift points to fall back close to the torque peak on each shift and to have a suspension that allows you to control the car and brakes that allow very rapid braking and a cooling system on both the engine and transmission that controls temps very effectively even when racing. having an engine that makes 500 hp at 6700rpm is of little value if the auto trans you have shifts gears at 5500 rpm or if you select a cam that requires a 3000 rpm stall converter and lets say a 12:1 static compression and then you strangle the engine with a restrictive exhaust and you use 3.08:1 rear gears so that you can not ever reach even near the cars potential performance as the engine wants to run in the 4500rpm-6700 rpm power band:like: but its severely restricted by your other drive train and other component choices that keep it in the 3000rpm-5000 rpm power band:facepalm:
most people forget that only the horse power you can transmit effectively to the pavement counts,
and that reducing weight has more benefits that just marginal increases in power can ever have,
having extreme durability a bullet proof drive train, and a very effective suspension and brakes and a good cooling system is a huge benefit

grumpyvette

Thread 'calculate gear ratios, and when to shift calcs'

you really should read all the links and sub-links below to maximize your understanding of the concepts, in the thread
READ THE LINKS AND SUB LINKS


www.randysworldwide.com

Transmission Ratio RPM Calculator

Calculate transmission RPM based on gear ratio, tire size, and speed using this fillable form.
www.randysworldwide.com www.randysworldwide.com


http://garage.grumpysperformance.co...hing-the-drive-train-to-the-engine-combo.741/

http://www.wallaceracing.com/calc-rpm-drop-shift.php...

grumpyvette

Thread 'transmission and oil cooler increases durability'

If your thinking of adding an oil cooler for either engine oil or trans fluid cooling, ,the first question ID have is WHY are you adding an oil cooler and WHAT are your current oil temps, and transmission fluid temps that require one?
IF you can,t tell what your current fluid and oil temps ARE, and if you don,t have temp gauges to monitor the fluid temps, how do you even know you need one, or could reasonably function without adding one.
AND IF you do add one, be sure to think thru the location, and routing the hydraulic lines and what fittings you select.
most hydraulic supply...

C

Thread 'Choosing An Engine Oil Cooler Or Transmission Fluid Cooler'

Hi there,

So I'm looking for guidance regarding how to choose an engine oil cooler. I don't want to get one too small or I guess too large.

I looked through the threads in part of the forum but did not find anything that popped out at me that I could use to help me.

Any guidance or references (not necessarily vehicle specific) would be greatly appreciated. I figure perhaps others could find answers to my question useful too.

Here's my situation:
Vehicle: 1999 Blazer, 143,000 miles
Drive-train: AT, 4wd, rear axle 3.73:1 (16,000 miles on recently rebuilt transmission with...

grumpyvette

Thread 'selecting a torque converter stall speed'

reading thru the links will provide you with a good basic understanding on torque converters, look carefully at the charts, and think through your choices carefully
the required converter stall speed, has little to do with the type of lifter your using, displacement, compression ratio, port flow, cam timing and duration, are more critical, here.
if your just racing , selecting a stall speed just maybe 1000 rpm lower than the engines torque peak ,
certainly provides much improved acceleration compared to a stock converter stall...
  • Like
Click to expand...
I have read most links. Weight, trans gearing, rear gearing all line up with these cams. The only reason I didn't swing for a bigger one last go around is that I was limited by the EFI kit. And head flow. Heads are about to head out to get opened with a CNC port program and a 2.125 intake valve. Cam actually is a custom grind recommended by custom cam grinder. I'm losing the vacuum assisted brakes and EFI this go around. Carb and hydro boost are on the way. Manual transmission so I'm not concerned about converter etc. rear is a custom 9" Ford I built, trans will take it, driveshaft as well. Car suspension works pretty good and is nowhere near stock.
 
the most important performance component in any car build, is your ability to observe, diagnose, and come to reasonable conclusions, after doing related research.
ID also point out that doing detailed and in depth research can greatly reduce the time and cost you incur when building an effective performance car and its drive train and in selecting the correct matching components. keep in mind I am writing these post for readers that may read this years later comments may or may not be directly related to everything your doing or have posted, and yes there are always component tweaks or adjustment that can be made to more closely enhance the results and the engines potential power, things you might not consider important can provide noticeable improvements, if drag racing you'll want to maximize the time the car spends in the engines more efficient power band so that your rarely operating anywhere in the power band other than between the engines , max torque peak, and your peak safe rpm range. shifts should be made to maximize the cars transfer of engine power to the pavement, in road racing its the drivers skill at maintaining both traction and acceleration and manipulating the power to match the cars requirement , changes in the headers, collectors , higher fuel octane, changes in the rocker ratios , changes in your ignition advance curve , changes in the carburetor jetting or fuel injector pressure or injector size, changes to the intake manifold design, changes to the spark plug gap, changes to your cars tire diameter or height, changes to your oil level or viscosity ,advancing or retarding the cam timing and a dozen other changes can result in a noticeable change in your cars performance.
 
Last edited:
@Indycars
244/251@.050"
.410"/.410" Lobe Lift
.641"/.640" Net Valve Lift (after lash) w/1.6 rockers
110 LSA
@.050"
Intake opens at 18 btdc, and closes at 48 abdc
Exhaust opens at 59.5 bbdc, and closes at 11.5 atdc
Single plane intake
 
btw that cam timing is a real classic design (many versions are on a 106-108 LSA)
(I have always preferred the tighter 106 LSA in a race engine application)
that has always produced very good power, if you have decent flowing heads a efficient set of scavenging headers,
and at lease a minimum of 11:1` static compression, with 12:1 even better power generally depends on displacement and the matched components used but I used a similar cam in several engines in the past ,
perhaps indycars can run a software dyno
showing the difference in the power results,
between that cam using a 110 lsa vs a 106 lsa
 
Last edited:
Grumpy said:
btw that cam timing is a real classic design (many versions are on a 106-108 LSA)
(I have always preferred the tighter 106 LSA in a race engine application)
that has always produced very good power, if you have decent flowing heads a efficient set of scavenging headers,
and at lease a minimum of 11:1` static compression, with 12:1 even better power generally depends on displacement and the matched components used but I used a similar cam in several engines in the past ,
perhaps indycars can run a software dyno
showing the difference in the power results,
between that cam using a 110 lsa vs a 106 lsa
Click to expand...
I too would love to see what it does to the powerband
 
the problem with those old CRANE CAM LOBE DESIGNS IS THEY ARE NO LONGER AVAILABLE,
CRANE cams almost always designed cams for max durability, and very well controlled lifter acceleration and de-acceleration,
so that lifters would stay in constant and totally reliable predictable , full contact with the lifter/cam lobe contact
other cam manufacturers like comp cams made a point out of developing cam lobe designs that "LOFTED LIFTERS" where the cam was designed to let the lifter lose contact with the cam lobe as the overly aggressive lobe profile would produce a bit more peak horsepower but at a cost of much much more potential valve train load rates and much lower engine life expectancy, crane cams always said you have to finish every race in good condition to win, vendors like comp cams seemed to think that if your engine could produce a few extra horsepower on every dyno pull they could sell more cams, and perhaps that was true... because at the rate the cams wore out you needed to buy a replacement every few months from what I saw when I pulled and inspected those engines, maybe it was just a personal opinion that was wrong, but I preferred and ran, ERSON, CROWER, ISKY, AND CRANE CAMS FOR SEVERAL DECADES, almost exclusively, I avoided COMP CAMS like they sold the PLAGUE and INSTANT VENERIAL DESEASE rather than cams

Loves302Chevy

Post in thread 'Acceptable lobe variation?'

Grumpy said:
if you have doubts why not call the manufacturer and ask if you can, pull the cam and send it to the tech/engineering department at the cam manufacturer for their inspection
Click to expand...

The "old" Crane cams examined a camshaft I bought from them, found strange wear patterns, and replaced the cam no charge.

You said that the carb was flooding itself. Your bent pushrod could have been the result of hydro-locking that cylinder.
But at 5500 rpm, who can actually say?
 
Last edited:
Grumpy said:
the problem with those old CRANE CAM LOBE DESIGNS IS THEY ARE NO LONGER AVAILABLE,
CRANE cams almost always designed cams for max durability, and very well controlled lifter acceleration and de-acceleration,
so that lifters would stay in constant and totally reliable predictable , full contact with the lifter/cam lobe contact
other cam manufacturers like comp cams made a point out of developing cam lobe designs that "LOFTED LIFTERS" where the cam was designed to let the lifter lose contact with the cam lobe as the overly aggressive lobe profile would produce a bit more peak horsepower but at a cost of much much more potential valve train load rates and much lower engine life expectancy, crane cams always said you have to finish every race in good condition to win, vendors like comp cams seemed to think that if your engine could produce a few extra horsepower on every dyno pull they could sell more cams, and perhaps that was true... because at the rate the cams wore out you needed to buy a replacement every few months from what I saw when I pulled and inspected those engines, maybe it was just a personal opinion that was wrong, but I preferred and ran, ERSON, CROWER, ISKY, AND CRANE CAMS FOR SEVERAL DECADES, almost exclusively, I avoided COMP CAMS like they sold the PLAGUE and INSTANT VENERIAL DESEASE rather than cams
Click to expand...
I agree with that about comp. If we had the cards of some old Cranes I can get them reproduced. If we have the specs
 
Last edited by a moderator:
grumpyvette

Post in thread 'Valve Spring Cooling via Engine Oil'

with the fairly low valve spring load rates and average rpms that the stock engines are designed to run with the oil flow from the push-rods flowing over the rockers and down over the valve springs, usually supplies adequate valve spring cooling
but on a performance engine with its higher average rpm and power band the stock oil flow thru the valve train can be marginal, under some conditions.you would not be the first guy to add , or think about adding spray oil cooling to the valve train, on a street car or drag race car its probably a good deal more work that the mod provides in benefit...

grumpyvette

Post in thread 'valve seat angles and air flow'

IDEAL FLOW FLUX another critical intake pumping process parameter that has been discovered over the years of ENGINE PRO SOFTWARE DEVELOPMENT is the maximum intake flow per unit of area that can be obtained on the flow bench when tested at 28 inches of H20 .
This value is calculated using the intake throat minimum cross sectional area (CSA) which is usually located just up stream of the intake valve seat insert or seat ring.
http://www.hotrod.com/how-to/engine/0906phr-10-questions-chevy-big-block/
portvl.png
...

grumpyvette

Thread 'cam wear,articles you need to read'

before, you start reading through the thread and links below,
Ill point out that I've done the forensics on quite a few failed cams over the years,
that guys have brought to my shop and Id say about

60% of the failed cam lobe & lifter problems were traced to a failure to check clearances or correct valve train geometry issues , like coil bind, rocker to rocker stud, or rocker to adjustment nut clearance, retainer to valve seal, clearances or rocker geometry, use of the wrong spring load rates for the application ,or failure to check...

grumpyvette

Thread 'valve train clearances and problems'

you might want to read thru these links and sub links it will help you avoid costly mistakes

valve_failure.jpg

http://www.summitracing.com/parts/pro-66830/overview/
pro-66830_cp.jpg

liftc1f.jpg
...

grumpyvette

Thread 'sellecting valve springs, and setting up the valve train'

How do you determine the spring pressure needed to keep the valves under control for a given lift, duration, and max rpm.
It might take you several hours to read thru all the links and sub links but its time very well spent as it could save your engine from destruction and save you thousands of dollars
ALWAYS ask detailed questions as to the best , and most durable parts combination they have available , for your application, from your cam suppliers tech department.
youll want some tools, naturally the amount of info you need and how precisely youll want...

grumpyvette

Post in thread 'cast roller cams and high spring pressures don't generally work well'

Re: Lobe intensity numbers

BLOWN26 said:
So the lower the number the engine gets with it faster an makes more power but why is my cam have have a bigger number (intake compared to the exhaust
Click to expand...
MouseFink said:
The Cadillac CTS-V lifters, GM-88958689 (box of 16 - $296.36 msrp) will not withstand bone crusing valve spring spressure for long. The Cadillac CTS-V lifters are lighter weight and are no stronger than standard Chevrolet LS-7 lifters, GM-12499225 (box of 16 - $139.76 msrp) or GM-17122490 (box of 8), AC Delco HL-224 hydraulic roller...
Click to expand...

grumpyvette

Thread 'using the charts,calculators and basic math'

theres a hundred threads on this site answering various questions about how to properly select or installation of various components and its rather obvious that the most common questions are some variation on how to either build a decent running performance engine at low cost or trouble shoot various issues with engines that are already built.the key is and always has been to carefully match the components being selected to provide and slightly exceed the expected required and carefully calculated, air flow, rpm range and expected stress levels so you can make and maintain the power...

Grumpy

Thread 'IT durability thats KEY in building a good engine'

when ever I get into a discussion with many of the guys I build engines for, the younger guys especially seem to be captivated or primarily focused on the concept of having
" a RADICAL CAM, that rumbles at idle, or the new brand X heads that some magazine is pushing in the latest engine build article"
you can't have a consistent and reliable race wining combo,
if its constantly spending a great deal of time in the shop being repaired!:facepalm:...
  • Like

Grumpy

Post in thread 'is a roller cam worth the extra cost vs a flat tappet design'

By David Reher, Reher-Morrison Racing Engines

“A low-tension valve spring and a heavy steel valve is the worst possible combination for high-rpm reliability.”

Faithful readers of this column know that my mantra on engine building is to spend your money wisely. Sometimes that means writing a bigger check initially in order to save money in the long run. A case in point is the decision whether to use flat tappets or roller lifters. In my view, a flat tappet is a ticking time bomb in a racing engine. Sooner or later, that bomb is going to explode with expensive...

grumpyvette

Post in thread 'matching parts and a logical plan'

the first few rule's of GRUMPY'S engine assembly

(1) THINK THINGS THROUGH CAREFULLY ,
WRITE DOWN A LIST OF COMPONENTS ,
MAKE DARN SURE THE LIST IS COMPATIBLE WITH,
and AT LEAST SEMI-REASONABLY PRICED WITHIN YOUR BUDGET.
FOR WHAT YOU INTEND TO BUILD AND RESEARCH THE RELATED MACHINE WORK,
RESEARCH CAREFULLY THE COMPONENT INSTALLATION AND INTENDED USE ,
AND POWER BAND THE PARTS WILL REQUIRE
AND FIND AN EXPERIENCED MENTOR.

(2)...

Grumpy

Post in thread 'youve installed 1.6:1 ratio rockers and the pushrods rub...'

http://www.hotrod.com/how-to/engine/ctrp-0703-rocker-arm-comparison/

http://www.hotrod.com/how-to/engine/116-0101-roller-rocker-ratio-test/

http://garage.grumpysperformance.co...ch-is-best-steel-or-aluminum.3124/#post-51904

http://www.superchevy.com/how-to/vemp-0703-corvette-rocker-arms/

http://www.superchevy.com/how-to/engines-drivetrain/sucp-0202-rocker-arm-ratio/

http://www.mustangandfords.com/how-to/engine/mmfp-1101-roller-rocker-arms/

http://www.crower.com/media/pdf/2008b/153-155.pdf...
 
yes that CROWER cam is also a decent option,
obviously be certain the valve spring load rates ,
and installed height and clearances are correct
 
Last edited:
Please read over this report generated by Dynomation and verify your engine parameters.

Don't want any mistakes permeating thru the next several sims.

Should I assume this is the first cam to begin new sims with or the Crower 00429???

244/251@.050"
.410"/.410" Lobe Lift
.641"/.640" Net Valve Lift (after lash) w/1.6 rockers
110 LSA
@.050"
Intake opens at 18 btdc, and closes at 48 abdc
Exhaust opens at 59.5 bbdc, and closes at 11.5 atdc
Single plane intake
.
 

Attachments

Indycars said:
Please read over this report generated by Dynomation and verify your engine parameters.

Don't want any mistakes permeating thru the next several sims.

Should I assume this is the first cam to begin new sims with or the Crower 00429???

244/251@.050"
.410"/.410" Lobe Lift
.641"/.640" Net Valve Lift (after lash) w/1.6 rockers
110 LSA
@.050"
Intake opens at 18 btdc, and closes at 48 abdc
Exhaust opens at 59.5 bbdc, and closes at 11.5 atdc
Single plane intake
.
Click to expand...
Rick that appears to be someone else's motor. I'm a 400sbc, 4.125", 3.75" stroke. Pistons are zeroed, reliefs are -5cc. 6.0" rod. Quench is .039" 4.155 gasket. Heads are profiler 210. 70cc combustion chamber. 2.08/1.60 valves. High flow single plane. 950hp carb. Intake:
200/155.1
.300/211.9
.400/260.4
.500/288.7
.600/291.1
.700/297.5
.800/299.8
 
Last edited:
Christopher Williams said:
Rick that appears to be someone else's motor. I'm a 400sbc, 4.125", 3.75" stroke. Pistons are zeroed, reliefs are -5cc. 6.0" rod. Quench is .039" 4.155 gasket. Heads are profiler 210. 70cc combustion chamber. 2.08/1.60 valves. High flow single plane. 950hp carb. Intake:
200/155.1
.300/211.9
.400/260.4
.500/288.7
.600/291.1
.700/297.5
.800/299.8
Click to expand...
950 AED carb. Will you please run both cams and do an overlay? Thank you Rick
 
+Since we are starting over I will need the following info. It helps me when all the parameter are in one place. I do NOT need the info on the Crower 00429 since it's already been saved in my cam profiles. I will just need to load it into the sim.

Dynomation 6 Input Variables

- Bore & Stroke:
- Displacement: cubic inches
- Rod Length:
- Heads Make/Model with flow numbers: Flow (CFM) at several lift points.
- Combustion Chamber Size in CC’s:
- Dome Volume: For a domed piston use a (-) negative number.
- Valve Relief Volume: For a piston with valve reliefs or dish, use a (+) - positive number.
- Deck Clearance: (Piston to Block Surface)
- Head Gasket Bore: (You can add .050 to th cylinder bore if you don't know)
- Head Gasket Thickness:
- Valve Sizes Intake/Exhaust:
- Intake Manifold Type: [Single or Dual Plane] Manufacture/Model #:
- Carburetor Size or EFI (CFM):
- Blower/Turbo Make/Model:
- Belt Ratio:
- Header Tube Diameter: 1-5/8", 1-3/4", 1-7/8", 2.0" ()Shorty or Full Length)
- Cam Part Number:
- Cam Specs: Post Cam Card or post all 8 valve timing events at seat-to-seat and at 0.050” plus - lobe lift or valve lift.
- Lash
- Lobe Lift
- Rocker Ratio - Intake/Exhaust:
- Cam Installed per Cam Card, or Retarded or Advanced:
- Fuel Used: Gasoline (Octane ?), Methanol, Ethanol, E85 .....
.
 
Indycars said:
+Since we are starting over I will need the following info. It helps me when all the parameter are in one place. I do NOT need the info on the Crower 00429 since it's already been saved in my cam profiles. I will just need to load it into the sim.

Dynomation 6 Input Variables

- Bore & Stroke:
- Displacement: cubic inches
- Rod Length:
- Heads Make/Model with flow numbers: Flow (CFM) at several lift points.
- Combustion Chamber Size in CC’s:
- Dome Volume: For a domed piston use a (-) negative number.
- Valve Relief Volume: For a piston with valve reliefs or dish, use a (+) - positive number.
- Deck Clearance: (Piston to Block Surface)
- Head Gasket Bore: (You can add .050 to th cylinder bore if you don't know)
- Head Gasket Thickness:
- Valve Sizes Intake/Exhaust:
- Intake Manifold Type: [Single or Dual Plane] Manufacture/Model #:
- Carburetor Size or EFI (CFM):
- Blower/Turbo Make/Model:
- Belt Ratio:
- Header Tube Diameter: 1-5/8", 1-3/4", 1-7/8", 2.0" ()Shorty or Full Length)
- Cam Part Number:
- Cam Specs: Post Cam Card or post all 8 valve timing events at seat-to-seat and at 0.050” plus - lobe lift or valve lift.
- Lash
- Lobe Lift
- Rocker Ratio - Intake/Exhaust:
- Cam Installed per Cam Card, or Retarded or Advanced:
- Fuel Used: Gasoline (Octane ?), Methanol, Ethanol, E85 .....
.
Click to expand...
Bore & Stroke: 4.125 x 3.75
- Displacement: cubic inches: 400
- Rod Length: 6.0
- Heads Make/Model with flow numbers: Flow (CFM) at several lift points. Profiler 227
- Combustion Chamber Size in CC’s: 72
- Dome Volume: For a domed piston use a (-) negative number.
- Valve Relief Volume: For a piston with valve reliefs or dish, use a (+) - positive number. +5
- Deck Clearance: (Piston to Block Surface).005 in the hole
- Head Gasket Bore: (You can add .050 to th cylinder bore if you don't know)4.155
- Head Gasket Thickness: .039
- Valve Sizes Intake/Exhaust: 2.08
- Intake Manifold Type: [Single or Dual Plane] Manufacture/Model #: single, Holley 300-110
- Carburetor Size or EFI (CFM): 950 AED
- Blower/Turbo Make/Model:
- Belt Ratio:
- Header Tube Diameter: 1-5/8", 1-3/4", 1-7/8", 2.0" ()Shorty or Full Length)1.75"
- Cam Part Number:
- Cam Specs: Post Cam Card or post all 8 valve timing events at seat-to-seat and at 0.050” plus - lobe lift or valve lift.
244/251@.050"
.410"/.410" Lobe Lift
.697/.697" Net Valve Lift (after lash) w/1.7 rockers
110 LSA
@.050"
Intake opens at 18 btdc, and closes at 48 abdc
Exhaust opens at 59.5 bbdc, and closes at 11.5 atdc

- Lash .020, .022
- Lobe Lift .410
- Rocker Ratio - Intake/Exhaust: 1.7 lgm shaft. I'll use 1.6 if I have clearance issues
- Cam Installed per Cam Card, or Retarded or Advanced: per card
- Fuel Used: Gasoline (Octane ?), Methanol, Ethanol, E85 93 octane. Will use 95 if needed
I had the heads CNC machined to go to a modified Vfactor 227 runner. @Indycars
 
Last edited:
You must log in or register to reply here.
Back
Top