I am extremely excited. I finally get the chance to upgrade to a new cam. I am getting tired of the RPM limiting GS116 I have right now. The thing is advertised as a 220/230 .479/.493. The actual duration numbers are pretty close 214/228 but the lift numbers are really small .299/.309. I am going to upgrade to the TA 288-94H. I also will be putting in a high stall converter to help out the combination. This is the first time in 2 years that I am tearing the car apart to upgrade rather than repair. I am slightly reluctant thought. I fear that once again I will fall victim to the melted cam bearing. I know everything else is good because I just had the engine apart a little while ago to change the head gaskets. So everyone keep their fingers crossed and lets hope I can breath some fire into my beast!
The advertised lift is taken at the valve; your smaller numbers seem to be the cam lobe lift. .299 x 1.6 = .478 .309 x 1.6 = .494
I do realize that the numbers I posted are lobe lift. I just wasn't quite sure what the ratio was. I thought it was 1.55, that is why I said the numbers were low. I was trying to be neutral with the numbers as to not state my ignorance. I came out looking dumb anywayou:. .309 x 1.55 = .479 .299 x 1.55 = .464 Thanks for the correction/clarification.
Yep, most suppliers list the Buick cams based on a 1.6 rocker ratio. If you're not aware of that and you've got the stamped steel 1.55's, you may feel a bit gypped. o No: TA's site list both the 1.55 and 1.6 ratios. :bglasses:
I have the TA 288-94H cam in my 430 Riv. Well it WAS a 430. I'm shoving that bumpstick into a nicely worked 455 within the month. I love it. If it is going in a Riviera, then put it in at a 108* centerline. Which will most likely be 8* advanced. That gives you the most torque and it moves it down real low in the RPM range to get that boat rolling. I'm thinking 6* advanced (110*) just to give me a little more up top, but I don't know. But... If I may make a suggestion... THROW AWAY THE STAGE1 VALVE SPRINGS! I have burned 5 sets of cam bearings in 4 years. 2 last year and 2 the year before. I've discussed this with Jim W and GSThunder and they both think it is caused by those springs. The ones I have are Poston's PE106 springs. It seems the open pressure of those springs has to be around 300 lbs just to get the 110 lbs needed when closed. And it just pushes down too hard on the cam. Have your heads cut for the TA1125 dual valve springs.
Crazy Talk Ok, You guys just need to quit talking about pulling that GS116, you've got me thinking crazy thoughts of pulling mine and I haven't even run it in the car yet. I can't hear you, La La La La La.....
same here! and to top it off i have the stage one springs!! ... my car doesnt have any problems with that though... the tranny is a different story what exactly is so bad about the springs? ive had no problems and ive have the car about 6 mos.
Yeah, Yeah, same stage 1 springs here too, I think if there was gonna be a problem with it, it would have shown in the dyno pulls. I've got way too much money wrapped up in this engine to go pulling it apart, and it runs way to sweet to risk something bad happpening. With stock unported heads I'm gonna be limited anyways. Maybe in a couple years I'll build my other 400, its got 67 big ports on it so it would be a better starting point. Heck, with the new aluminum stuff coming out i could probably just by a 450-500hp iron motor for a fraction of the build cost:Brow:. - You say in your signature that your getting 450hp, is that the engine with the GS116? If so, your the only one I've heard of with over 400hp with that cam.
I'm not saying the springs are a problem guys. Jim B has had no problems with them, as I've not heard any others either. But we are at a loss as to why I burn cam bearings every few hundred miles. The only thing in common between my engine builds (with 2 different sets of heads/valves, 3 cams, 2 roller timing chains and Buick vs Chevy lifters) is the same PE106 valve springs. Good oil pressure all the time too. When a valve cover was pulled and the engine was run, oil was plentiful and splashed everywhere. It's also possible that the front 2 freeze plugs behind the top timing gear are in too deep, cutting off oiling.
yeah that 450 hp is just an estimate that the man i bought it from got from the guy he bought it from so im not sure how correct it is and i dont know of any chassis dyno's around here
