I've had to use the .050 numbers for comp solids, or for comparison purposes an .050 number for other cams from the Pat Kelley Cam Timing and Overlap Calculator in the dynamic comp app.. BUt honestly I dont think I'm using the Dyno 2000 app quite right. I should upgrade at some point...
even the small block guys are starting to come around with the narrow lsa and even a solid lifter cam. yesterday the nail heads, today the small blocks maybe tomorrow the 430-455 big block guys. lmao
Does someone here installed the Schneider cam? Grind Number: 284-88H Intake Duration (gross): 284 Exhaust Duration (gross): 288 Intake Duration (.050”): 224 Exhaust Duration (.050”): 232 Intake Valve Lift*: .512" Exhaust Valve Lift*: .516" Lobe Separation: 108 Intake Valve Lash: .000" Exhaust Valve Lash: .000" RPM Range: 2600-6600 *Based on 1.6 Rocker Arm Ratio
i would ask on the 430-455 site. that's the same one TA-Performance sells. never seen it on a 108 lsa always on a 110 lsa. specs look pretty good on it.
I have Dyno Sim 6, I have been using the head flow numbers posted on Team Buick https://www.teambuick.com/reference/head_flow.php Curious if these are accurate? The intake params with Dyno Sim 6 are somewhat generic aka Single-plane, dual-plane, etc.
looks like the head flow numbers are real numbers. you can't pick a cam from a average home desk top dyno. unless David Vizard, Engine Masters, Joe Sherman racing and others are wrong about a tight lsa.
I designed and had my own cam ground for my 425 I use my own specs for that part. This Dyno sim package also came with a master library all of the comp cams lobe profiles known to man so I can use them if I want. Personally I ran a 107 LSA. These engines don’t carry power up high so I maximized torque and punch under 570o. It’s been great. Would a wider LSA carry 10-15 HP from 5200-5700 maybe but who cares I’d rather have 40-45 more ft lbs in the midrange where I use it daily.
your 100% right. your brave for running a 107 lsa I always wanted a smoother idle you must have keep the duration down.. if you look back on my old posts when i did my first nailhead back in 2007 that is what i said why put a big cam in when the nailhead can't make high rpm power go for the torque. how does your 425 run. do you have any numbers.
I have not dyno'd it yet. Probably will before I pull it out and swap in the next iteration which will be turbocharged. Guessing, by the azz-o-meter its incredible torque is somewhere close to 500-520 but the HP 400 ish? Who knows it might surprise me on the dyno. The heads are just a mild clean-up, mild bowl work but not ported. So its still airflow limited. Headers, good mandrel bent 2.5" pipes and crazily I installed high flow metal substrate cats on it (zero odor on pump gas), ported dual plane modded single 4 intake, Holley injection, Holley ignition controlled by the injection, custom pistons, block decked, heads milled, .040 over sleeved block, cranking pressure is 227-231, calculations are 10.7:1 static which is part of why I ended up grinding a cam with more overlap for it to dump peak pressure for pump gas. Dynamic compression is ragged edge at 8.7:1, I get away with it with careful tuning and injection pulling timing for AC, air temp, water temp, etc as needed to keep it from pinging. Trying to run a cam like this with a carb and mechanical ignition would be annoying. If memory serves me correct, its 107 LSA 518/510 lift 230/251 duration to offset the crappy exhaust port flow. Idles around 10" vac, I use a CVR electric vac pump to augment the brakes. Cruise timing is 46-48, idle timing around 34-36. Cruises at 15:1 AFR under light load, then richens up as needed for power. I spent a ton of time tuning all the fuel and spark tables. It pulls harder than my modified cammed LS3 C6 Vette up until about 5400, after that the LS engine just sails up to 7800 RPM. Prior that the nail feels stronger, significantly stronger. Getting an honest 400 crank HP from a nailhead is a bit of work, my goal was to capitalize on the torque production, kinda treated it like an old L-98 TPI engine from the 80's. The turbo build will either be based on my spare 401 or 425 I have stored, prefer the larger 425, but if the bores sonic check too thin for boost I will check/use the 401. Finishing up my 1960 Electra 401 with dual quad factory intake, TA-25 cam, dual quad sniper injection setup. Still has the Dynaflow which I just rebuilt completely. I will see how that TA25 works soon enough. Short answer, for the street I love my 425, just endless power in every possible scenario with minimal pedal effort, it almost drives like an electric car.
The Schneider 284-88H looks like a good choice. Comparing it with the TA-25 on Dyno 2003, it makes more torque and a little more hp than the TA-25 up to 4000, then they're near identical. The TA-25 is advanced 4 degrees, the Schneider is straight up. The third plot is a stock 401 (lowest hp and tq). I did all the sims using 10:1 CR, 750 cfm carb, and small tube headers for consistency.
Nice job. The Comp Thumper cams are kinda like what you chose, 227-241 on 107 lsa, 235-249 for the Mutha. Most on the net say they don't work. But you've spent the time to tune it, and the higher CR helps a lot too. There's another board member, Andy, that has it working well too. Again, he spent the time to tune the fuel and ignition. Porting your intake likely helped. Bob always said it flowed less than reworked heads. He opened up the head ports too... I measured 1.675" x 1.06" at the choke point on the intake which is only 1.78 sq inches, supposedly good for about 4800 rpm. I've been reading a lot of his old posts as I worked on my heads. He was about 2", explains how his heads would make so much upper rpm power, even with small cams.
Bollocks! You're right. I checked all the inputs and they look good. Dunno where the error is. I took my heads to the machine shop this week.... 'flux, resurface, valve job, and assembly. I checked my Isky 1006-W/1005-w springs with a $65 spring pressure tester: Outers are 90# seat (1.60") and 180# @ 0.500" lift Inners are 32# seat (1.69") and 105# @ 0.500" lift Combined= 122# seat and 285# @ 0.500" The TA St2 springs are advertised at 105# seat and 275# open. TA St3 springs are advertised at 140# seat and 300# open. My shop said 140# seat 'would be a problem'. The 122#/285# Isky springs look like they will be ok with the Comp Xtreme 0.50" lift. Next I have to order the pistons from Tom.... wonder how long they'll take?
you should be good. i ran around 130# seat and 300# open with beehive springs my cams were a faster ramp than yours. you can always add a 20 or 30 thousand shim. on the 401 i used similar springs or maybe the same as your Isky with my Xtreme energy cam. they held up to 6200-6400 rpms a couple times i want to test everything, cam power, valve float and engine blowing up lol. after that normal shifts were at 5000-5200 rpms.
Thanks, good to know. Comp didn't have spring recommendations for a Nail since they don't offer springs. I tried to look up spring specs for a BBChev with same cam. Somewhere around 112-122 seat and 285-308# @ 0.50" lift after I did conversions for installed height. I just wish Comp would offer good Nailhead cams (and springs), sure would make it easier. TA has limited cam choices. I do like the Schneider cams, especially the 284-88H. 224-232 dur on 108 LSA.... might try that in another build.
