A SMART engine builder seeks maximum torque in his desired rpm range that fits the required complimentary equipment for its intended use . THIS produces the Best Outcome Regardless of RPM Range and Higher Outputs for every application thats targeted . Torque AND HP are enhanced with this design criteria applied effectively in nearly all resonable rpm ranges . Higher rpms are the most difficult to not lose torque as HP & RPMs climb . The highest torque carried in your needed rpm range ALWAYS has the Highest VE . HP is a mathimatical calculation , Torque is the real deal . Let HP fall where it may with breatheing abilities but its torque you seek . The only exception is engines that operate constantly far above their torque curve in racing . They chase HP Exclusively .
Horsepower. I'll take the extra towards the finish line. I may want to hit the scramble 100 feet from the finish line. Also my stall speeds tend to be a little higher than most. Very light weight, high rpm power has always seemed to appeal more to me. I have taken part in building two street driven 68-69 Camaro/ Firebird. Both small blocks, both under 2900 pounds. Both sounded amazing above 8000 rpm's. Ran pretty good.
This scenario is where IMHO the advent\use of continuously variable cam timing (VCT\VVT) along w\ proper TM TQ reallocation in the low RPM part throttle operation regions of the tune could make a cam like BTR's Red Hot cam an overall better choice as it's easier to squeeze out more low RPM part throttle TQ output using VCT\VVT than it is getting WOT mid-range\high RPM TQ & HP due to the simple fact that the part throttle air mass volume\flow is being controlled by the TB as well as any cam timing thus there is more opportunity to find some "extra TQ output" at part throttle low RPM operations.
@@richardholdener1727 Yes you're correct.....if trying to run a camshaft that wasn't designed to be run under VCT\VVT control.......VCT\VVT designed cams are designed\ground by the cam manufacturers to stay within the intake\exhaust P-V clearance parameters under full VCT\VVT operating ranges so this isn't a concern as long as the engine's physical cam to crank timing is maintained. Again, ask Brian Tooley on this.......I'm fairly positive that they have a VVT version of their cam offerings. The only VCT cams that can get you in trouble w\ potential P-V clearances are the Coyote cams using Tri-VCT...........
What would you recommend for a cam in a hydraulic roller 351. I have AFR 185 heads and spreed pro flat tops. It will be in a 3500 pound 71 mustang with a 5 speed. Performer RPM and 750 holly double pumper. I am looking for a street and open road car that is very drivable with power brakes.
A SMART engine builder seeks maximum torque in his desired rpm range that fits the required complimentary equipment for its intended use . THIS produces the Best Outcome Regardless of RPM Range and Higher Outputs for every application thats targeted . Torque AND HP are enhanced with this design criteria applied effectively in nearly all resonable rpm ranges . Higher rpms are the most difficult to not lose torque as HP & RPMs climb .
The highest torque carried in your needed rpm range ALWAYS has the Highest VE . HP is a mathimatical calculation , Torque is the real deal . Let HP fall where it may with breatheing abilities but its torque you seek . The only exception is engines that operate constantly far above their torque curve in racing . They chase HP Exclusively .
Horsepower. I'll take the extra towards the finish line. I may want to hit the scramble 100 feet from the finish line. Also my stall speeds tend to be a little higher than most. Very light weight, high rpm power has always seemed to appeal more to me. I have taken part in building two street driven 68-69 Camaro/ Firebird. Both small blocks, both under 2900 pounds. Both sounded amazing above 8000 rpm's. Ran pretty good.
Congratulations Richard ❤💗
Lesson of this video: Never argue with the dyno guy
you got the wrong message-we can all have our own opinions (actually in this case-points of view)
Congrats
thnx
Below 5000 average running RPM between 2000 and 3000 peaks between 6000 and 6300
Above 5000 for 1/4 mile below for street
You need to use your contacts to get GM to give you a new L8P CRATE MOTOR to tool around with !!
I have no contacts
This scenario is where IMHO the advent\use of continuously variable cam timing (VCT\VVT) along w\ proper TM TQ reallocation in the low RPM part throttle operation regions of the tune could make a cam like BTR's Red Hot cam an overall better choice as it's easier to squeeze out more low RPM part throttle TQ output using VCT\VVT than it is getting WOT mid-range\high RPM TQ & HP due to the simple fact that the part throttle air mass volume\flow is being controlled by the TB as well as any cam timing thus there is more opportunity to find some "extra TQ output" at part throttle low RPM operations.
difficult to get larger cams to work with VVT due to p-v issues
@@richardholdener1727 Yes you're correct.....if trying to run a camshaft that wasn't designed to be run under VCT\VVT control.......VCT\VVT designed cams are designed\ground by the cam manufacturers to stay within the intake\exhaust P-V clearance parameters under full VCT\VVT operating ranges so this isn't a concern as long as the engine's physical cam to crank timing is maintained. Again, ask Brian Tooley on this.......I'm fairly positive that they have a VVT version of their cam offerings.
The only VCT cams that can get you in trouble w\ potential P-V clearances are the Coyote cams using Tri-VCT...........
More torque better street and a strong out of the hole
Above 5000 all day.
Its seldom that u use full torque at low rpm...it counts more when your foot is flat
What would you recommend for a cam in a hydraulic roller 351. I have AFR 185 heads and spreed pro flat tops. It will be in a 3500 pound 71 mustang with a 5 speed. Performer RPM and 750 holly double pumper. I am looking for a street and open road car that is very drivable with power brakes.
comp XE274HR
@@richardholdener1727 Thank you sir! I really enjoy your content and philosophy on Engine combo’s.
torque is king not hp
Well I'll make some phone calls