Oh yea, now I see it in the installed pics. The turbos leave you more room than my Procharger will. The darn thing is big and I am trying to get it tight to the motor. Hope we can have a boosted Buick get together this summer. We have to have a new acronym for these motors. I suggest BBBB Big Bad Boosted Buick. Or B4 or B to the 4th power.
I like the BBBB it looks like boosted big block buick. But big bad boosted buick includes the small block guys as well so I like it.
well James, lunati said they'd regrind the cam on a different lobe seperation but the duration would still be wrong, $186. crane doesnt have cores for 350 buicks anymore,comp cams was $198 i could not get through to crower either and isky was "around $160" but i think we will go with one of the powermaster cams specs. also the lift on those cams are with a 1.7 rocker arm i think stock buick rocker arms are 1.5. cody
sorry i didn't get any pix for you today. Man the cam companies are not giving you and love are they.
Here is a picture of my bypass regulator. Just connect a hose to it and a boost port and it will raise your fuel pressure as needed.
Here is a picture of the carbon that is building on the top of the carb.:ball: Any guesses how this happens. It is called reversion. It happens when you have overlap on you cam. What happens is that as you build boost you have more pressure in the exhaust manifold than in the intake and when the exhaust valve is open at the same time the intake it causes the exhaust to move into the intake. What is the solution you ask. Quit using blower/supercharger cams on turbo motors. Blowers/superchargers do not have to deal with as high of exhaust pressures as turbo's do. Use much smaller cams ground on a 114 LSA with duration in the low 200's like 212/204. Turbo v6 guys are all screaming Duh thats the same grind we use. What this grind of cam is doing is it shuts the exhaust just before top dead center and opens the intake just after top dead center. I think this reversion is also a contributing factor in turbo lag. If you think about it, if the intake is moving backwards then it cant be filling the cylinder. Not to mention how dirty the intake charge will be. And that will case the exhaust pulse energy to fall off. That helps aid in poor boost production. It sounds like a loose loose loose situation.
James, where exactly did you say you plug the hose into? (the one that is comming from the brake zert) cody
I ordered a new crower cam today according to their computer 455 ported iron stage one heads with 8psi with sift point at 5500 rpms. @.050 223int 216ex .480X.480 lift on a 114*.
don't know yet they are not done yet. the heads will be un-shrouded bowl work and some other things head guy wanted to do. I gave crower some general numbers that I had found on this site Int Ex .400 225 146 .500 236 156
Got the cam last week. I should have oil mods done early part of this coming week. Then its off to the machine shop to get finished. Rotating assembly is already balanced and waiting for the block. New combo will be closer to 9:1 maybe a little less, the old combo was 7.5:1. New combo will get a water/meth injector kit just in case I feel the need to run more than 4psi. I was think of trying 12psi. I will start at 4 then try 6 then 9 then 12. If it runs faster than 7.39 1/8 mile I will have to slow it down to run it at my home town track. Then its over to woodburn to run it down the the long track at 12psi at a 200ft elevation track. I hope to see 10's in the heavy sled.
James- Thanks so much for al of the R & D and posting your results. I am figuring on getting my engine to the Machine shop some time this summer. I can't wait to see how Skymaro makes out. On another note- can you explain a little more about the pressure "zerk" you put in. I am a little confused as to it's purpose. Thanks- Tony:TU:
With 9 to 1 compression you wont need the meth becuase your not going to go above 9 psi:beer. 10psi put me at 6.9, with no cageou:. Good luck with your build.
Thanks guys. I figured i may not make it out of 6psi because I have no roll bar and that means that if i go faster than 7.39 my fellow board members at the track will not be happy with me. I am part of a 12 person board that runs our track and i am sure the whole set a good example will apply. I will save the rule braking for a different track. As far as the brake serk goes. It is on the same side as the spring on the fuel pressure bypass. So what you do is plug a hose into it and the other end goes to a boost reference port either on the carb or on the carb hat. What this does is increase the fuel pressure as the boost climbs. The reason you have to do that is because the boost pushes against the fuel pressure. so if you don't do the boost reference thing then as soon as your boost equals your fuel pressure you effectively have 0psi fuel pressure and that is bad.
Going to go pick up the short block tomorrow. Heads are getting close to being done. The suspense is killing me.
As far as where you'd grab it off the carb, wouldn't you want a spot where it is not behind the throttle plates since you wouldn't want a vacuum signal? Like you're saying on the carb hat is probably the best place since it'll only see atmospheric and boost. If it got vacuum then wouldn't the fuel pressure drop lower than it would be normally? Such as when ideling... I know with EFI you want a direct relationship of manifold pressure to fuel rail pressure so the injectors flow the same all the time...but that's not what we're talking about here... Also, as for that cams, has anyone mentioned to you about intake closing angle? You already know about no overlap and decent duration numbers but something I recently did with my V6 camaro that I've turbo charged was I got a custom grind cam that had no overlap and also had a later than stock intake closing angle. The idea behind leaving the intake open longer is to bleed off a little bit of cylinder pressure during the intake stroke which allows you to run more boost before you start pinging/detonating. It seemed to have worked for me. On my old stock motor I couldn't run much more than 10psi without pinging on a hot day. This new motor with the new cam has boosted to 15psi and beyond with no problem!
You are correct. You do not want to see vacuum at the pressure regulator for the carburetor. As for cam choice. I think you are also correct. Crower told me that valve timing is very important. I think that is a direct correlation to the intake closing angle. What are the cam spec's for you v6 camaro? I would like to know the intake and exhaust duration @ .050 and what the lobe sepertion you used and if you advanced the cam. Here is what I did with my new setup 222@.050 intake 218@.050 exhaust 114* lobe separation installed on a 110* (4* advanced Cam) This puts the valve timing Intake open 1*BTDC closes 41*ABDC Exhaust open 9*BTDC closes 47*ATDC Or I could install Cam on a 114* straight up and get Intake open 3*ATDC closes 45*ABDC Exhaust open 5*BTDC closes 43*ATDC
It was actually a SBC rofile that comp cams had but I had another company do me a custom grind of it on a V6 cam. Adv. In Dur: 268 Adv. Ex Dur: 260 I Dur @ 0.050: 218 E Dur @ 0.050: 212 LCA: 115 Intake Center: 111 I lift: 0.454 E lift: 0.444 IVO BTDC: 23 IVC ABDC: 65 (IVC @ 0.050": 40) EVO BBDC: 69 EVC ATDC: 11 Overlap @ 0.006": 34 Overlap @ 0.050": -15 One thing I learned while searching for cams is the big difference btwn those detailed specs like overlap and intake valve closing angle when you talk seat to seat(0.006" lift) vs 0.050" lift. I do have overlap at seat to seat timing, but have negative at 0.050". And IVO=intake valve opening; IVC = intake valve closing, incase you already didn't know. My timing specs unless stated otherwise are seat-to-seat. And I installed the cam straight up. I also appreciate your sharing! I have most of the hardware I need for a TT BBB including EFI...all I need is fab time and a place to work on it!
