WHAT MAKES A TURBO CAM A TURBO CAM? HOW MUCH LIFT, DURATION, LSA AND OVERLAP CAN YOU REALLY RUN?
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- Опубликовано: 16 мар 2023
- HOW TO PROPERLY PICK A TURBO CAM, WHEN EVERY CAM IS A TURBO CAM. HERE IS PROOF POSITIVE! CHECK OUT THE RANGE OF LIFT, DURATION, LSA AND (OH MY) OVERLAP I HAVE RUN SUCCESSFULLY ON A TURBO LS MOTOR (OTHERS ENGINE FAMILIES WORK THE SAME WAY). CAN YOU FIND A CAM THAT WON'T RUN WITH BOOST? IF EVERY CAM IS A TURBO CAM, HOW DO YOU PICK THE RIGHT CAM FOR YOUR TURBO LS? THE FIRST STEP IS FORGET ABOUT THE TURBO, CONCENTRATE (INSTEAD) ON THE THINGS THAT REALLY MATTER! THE QUESTION IS, WHAT ARE THOSE THINGS? IT'S ALL HERE.
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Yes use a good low rpm cam then let the rising boost curve take care of the power on top. That way you can max your power across the rpm range based on what your hard parts can handle.
I must thank you again Richard, I'm guilty of worrying about overlap because that's what I was previously lead to believe. I value your experience and knowledge.
Haven't watched the video yet, but I'm going to go out on a limb and say it doesn't matter because overlap is only a real concern at idle.
Your right , he is wrong and right , if you have too much over lap your just pushing the boosted air into the exhaust , but a boosted motor that’s not a turbo ,a blower makes a difference more than a turbo, ..he is confusing the truth..I’ve been a tech for 30 yrs and yes buikt motors plenty and raced, if there wasn’t a difference comp and others wouldn’t spend millions on tech,
Richard as always your the man!! Your cam game is top shelf for sure!! Thanks for the videos and daily talks!!
4:25
GREAT information that can save people many dollars and much frustration!
PS the "Baaaaaaah" power sound effect on the motor pic was golden!
Boom!
The cam in my turbo LQ4 I got used from a friend who ran it in a Maggie charged LS1.
Specs were good for what I wanted didn't care that it was a blower cam .
Works great
Based on Richards advice I chose a "stage 1" turbo cam and a "long runner" stock style intake with my 7875 turbo. I bet the car is way more fun than if I went with a stage 3 cam and short runner sheet metal intake. Most people ignore the advice and just buy cool "race car stuff" and slap together.
I rely on chatter of what others are finding out, including you and mostly can get an idea of what parts are working for certain applications. Reputation is a factor as well in picking parts, as you said before BTR was making cams that you thought would test out differently and now you are a believer. I bought from BTR for that reputation.
I sure do appreciate your videos Richard. I'm new to this LS stuff stuff at 53 yrs old.
thnx for watching
My wife was inspired by your introductory music. I enjoyed it so much, i played it again and again...and again. Great video, dude
Rock on!
Fantastic wealth of info you provide to the sport
I love this video, this is what I was thinking and your data confirmed it thank you !
Love your videos, can you do some tests on the effectiveness of Velocity stacks and or carb spacers effect. I saw a couple videos you touched on about spacers but a dedicated video on these would be great, there are alot of myths in these areas running around with carb guys.
Still learning from your videos, Richard. Good stuff, man.
Howdy great videos all the time can't wait for the next one.! The cad company videos were #1 got a 85 suburban with the pro street heads 4x4 1 ton rears straight cut gears th400 . Anyways what weight/ color springs would you recommend on distributor sbc 383 11 1/2 1 comp xr282 Mickey Thompson cross ram Holly 650s . Runs great but no advance set at 24° really appreciate your awesome work on here.
Pressure ratio of exhaust/intake is very important. Everything that he said is true when you have the same backpressure in the exhaust as boost in the intake. That means that the turbine size is most important, as that is what determines the exhaust backpressure. Most oem turbo engines have higher backpressure for better response while most aftermarket turbochargers are bigger and build boost at higher rpm and make more top end power with the expense of lower end rpm.
Good work Richard
Damn I love that intro music!!! Always puts me in a good mood. Lol
Texas Speed sold me a "Stage 2 blower cam" for my 13 Silverado 5.3L w/P1SC1. 224/228/.600 lift 114 LSA. That was about 5 years ago. Now, that same cam is listed as a Cleetus McFarland Dumpster Fire cam. Their "Boost cams" listed for my truck now are way different.The truck sends 600+ to the wheels so it works!
There's some mislabeling regarding "boost" cams. Boost should be a generic term, because centrifugal superchargers and turbos like different cam specs. Turbos and positive displacement blowers like a tighter duration spread, like your cam has. Centrifugal blowers (and nitrous) like a wider speed, 10 or 12 degrees. So it's not that your cam won't make power, it's just that for YOUR application a cam with a slightly wider spread would have picked up a bit more if it was spec'd correctly for your blower.
Similar to the theme of this video, unless you wildly mess up the boost cam specs you'll make power. But some will make it more efficiently than others.
LSA seems to be the common denominator with both turbo and supercharger though. 114-ish seems to be the ideal spot for boost on both. I'd like to see someone cover this point in depth though. With all the talk of LSA on NA cams, and David Vizard even having a formula on finding the right LSA, it's kind of been crickets when it comes to a formula for boost. I'd like to know more.
Love that shirt ... great vid!
Great video, I’m running a comp 287/303 advertised. 227 int./ 241 exh. @.500. 0.557 int./0.539 exh. With a 107 LSA seems to work fine with my twin rear mount turbos.
How is your vacuum? You'd probably benefit from increased LSA at 112-114.
Totally agree . Look at turbo/ supercharging as an atmospheric pressure or air weight multiplier . In automotive terms this was thrashed out in 1980s Europe with the introduction of turbocharged 1.5 litre engines to compete with the Cosworth DFV V8 engine . Bhp required to win say 650 . 1.5 litre NA unlimited race engine at 100bhp/litre , 150 + bhp @ 9000 rpm with established reliable cams . X 4 Bar boost = 600bhp with lighter weight advantage made the Renault cars competitive with their 4 cylinder engine at the beginning of the era with mechanical fuel injection . At the end the end of the era cams were limited only by the physical dimensions of the cylinder head or cam carrier space they occupied and fully mapped fuel 8njection , efficient charge cooling and unlimited boost the 1.5 litre V6 engines were making 1200+ bhp @ 11-12 000 rpm in practice allowing the turbocharger to control the boost without a wastegate and anywhere around 850bhp in regulated boost race trim . The BMW iron block 1.5 4 cylinder was making around 1300 bhp in practice with engines and boost levels deliberately designed to last only 4 laps running on the edge of total destruction. On qualifying these engines were removed , retired to the scrap pile after analysis and a race engine installed to actually compete . Rinse and repeat for every race . Totally unsustainable and running out of control .
In aeromotive terms this is called normalising . This was thrashed out in the 1940s when both types of supercharging were employed to replace the air weight lost at altitude to preserve the power levels achieved by the air racers at normal sea level , with boosting in war emergency/ take off mode with the introduction of 2 speed superchargers as war and development progressed .
Bain Racing from Oz, I feel like you and them would make beautiful music together.
I see it as a simple solution. Spec your cam for average power in your desired rpm band for your application.
I sometimes dis agree with your tests, but this I can agree with %100
I find it hard to disagree with data
Boost is just a extension of na if all is equal.....but try splainin dat to the coyotards and modular guys
We learned back in the 80s and 90s that there wasn't alot of gain from using a turbo specific or nos specific cam. And only about 20 hp gained from the bigger cams.
Bloodviking
Your reasoning (and experience) makes sense. The back pressure from a turbo balances the effect of boost during overlap. I'm guessing that a belt driven supercharger is a different story due to the lower back pressure, and would send more raw fuel out of the exhaust at high boost.
I don't think it matters. Blower cams do the same thing. Notice he talks about boost. I believe the difference is the blower comes on stronger at the beginning with no lag.
I HAVE YET TO SEE A CAM THAT WORKS NA NOT WORK WITH A BLOWER (OVERLAP IS YOUR FRIEND)
@@cuzz63can we please make the distinction between a positive displacement blower and a centrifugal blower? They don't behave the same way. A PD blower will behave just like a turbo. A centrifugal won't, it has a rising boost rate.
Thank you
A good gear ratio for your differential would be 3.50 on a streetable car. For top end mostly I'd go with a 320 degree cam and a 3.23 gear with o d. Major top end there.
Heck yeah, Richard
When investigating the longevity of 440 Bus engines for Chrysler in the 70s we found that overlap/ exhaust close had a big effect on EGT
Stock 440 cam bad and 440 HP cam worse In addition you have to keep the exhaust valve on its seat to cool as much as possible
the really long closing ramps killed these motors, exhaust manifolds glowing cherry red on medium pulls and even on our test Cordoba
How long do you want to live? changing cam and going to quench pistons lowered EGT 800 degrees
That said, as Richard says, start with a cam designed for your usage and torque curve needs then shorter is usually better unless you are really light and short bursts
Simply put, cams no matter the make for what engine will idle,spool and give better low end drive ability with smaller digit specs. But with larger digit specs will teeter-tot the dyno graph upwards in favour of power at the sacrifice of low to mid range torque,spool & response.
The LSA and duration split absolutely effects the curve, you can see even on your dyno sheet that N/A with the Truck Norris cam the power is holding on all the way to the edge of the sheet, yet boosted the power is starting to drop off and you pull the pin early, its dropping off because there isn't enough blow down time beyond that rpm point to clear the cylinder of the extra combustion gasses, there is only a certain speed the exhaust gas can peak at before it can't move anymore volume, this then becomes pumping losses.
If you took that cam and just widened the LSA only then that power drop off point would move further up the rpm rage before you get to the same issue again, then its looking at duration, opening and closing events of the exhaust valve to control cylinder pressures at different points of the rpm range to make sure your not lifting the head and blowing head gaskets or worse all the time.
So much more to the science of a camshaft in reference to boost for the best efficiency, performance and longevity.
the motor makes peak power at the same rpm, so you are seeing something that is not there-if you want more rpm, cam it accordingly
@@richardholdener1727 the boosted engine doesn’t carry the power like the N/A engine, the N/A engine peaks then carries the power like it does because it has run out of cfm but has enough cross sectional area in the intake system to maintain stability.
The boosted engine is falling off because of the reasons I said in my original comment.
You need to look at what’s happening beyond peak power, if you want that engine to carry the power and replicate the ENTIRE curve then changes to the camshaft need to be made, you should ask Billy Godbold for some advice 👍
I run a stage 2 on a 1KZ Toyota LN106 Hilux , over 200 HP.
And the extra torque I get is insane... Auckland Camshafts /NZ Call Henry ... he knows the game! Real power just a phone call away!
I knew guys who used wrinkle wall tires on the street to hook up all that power.
As far as I can tell in the DOHC world the terms “supercharger, turbo cam” compare differently to the “n/a cam” mainly with the event dynamics and not necessarily the lift or duration. The ramp rates being symmetrical vs asymmetrical will make differences too.
When they refer to turbo cam is designed to help where the turbo lacks such as down low and opposite with the blower cam. It will help the blower up top when it needs more help.
That’s the only thing I can tell that would be different when marketing the terms for the cams.
However I completely agree with this for pushrod engines.
is the dohc really any different?
It's possible to build an engine that builds loads of tork in real usable vehicle speed. If you can make almost all your power at say 75 mph would be alot of fun. At 5252 rpm at 65 mph could be interesting.
Overlap with a high back pressure in a vehicle will restrict the timing your able to get out of the engine without detonation. I chose a low overlap cam for this reason. If I had twins or a turbo that has a 1:1 back pressure ratio I wouldn't be scared of overlap at all. Even on high back pressure setups I'm not scared of high overlap cams I just know not to get carried away on the timing especially on a pump gas deal.
Still leads to less power especially before the boost ramps up higher than EX bp.
I don't think anyone would argue with the statement that adding boost from a turbo will increase power output over not having boost from a turbo. What would be more interesting to see would be to run a group of builds comparing everything from a single pattern narrow lsa cam with lower lift to what colloquially would be called a "turbo cam" with a dual patter, wide lsa, high lift cam and maybe even a reverse pattern cam for funzies, and look at percentage of increase for n/a vs 2psi, 5 psi, 10 psi, etc to see if one makes better use of boost. I get that the variables would be hard to isolate and head characteristics would play a big factor, but I think there would be some themes one could gather from such a comparison. I would think that there is such thing as a cam that operates more effectively with a turbo than others. Would you disagree?
IT IS VERY SIMPLE-THE CAM THAT MADE THE MOST POWER NA WOULD DO SO UNDER BOOST
Thats exactly what I did I'm building it the way I would build a good NA package and when I'm happy with that then ill pop the Turbo on If I can make 600-700 NA I won't need to push the Turbo, the cam I picked turbo didn't come a consideration. im not building a full on race car im after a tough daily
Overlap makes power
Hey Richard,
another great video on turbo charging as this is my first foray into turbocharging. You happened to actually do a full video on my Comp Cam 35-518-8 that was also massively informative. My question is on power peak rpm. I have a 363 Ford with this cam, (AFR 1492 heads)and on the dyno the power peaked at just over 5100 rpm. The cam spec says it should peak at 6200. Is that due to the extra displacement over the 302? Or what other factors would there be? TKS!
the intake design and head flow and displacement also dictate the peak power rpm
You need to decide if you want an engine that makes power and low to mid range rpm or higher range and gear the car accordingly. A 4500 to 8500 rpm cam would need 4.11 to 4.88 gears. While a mid range cam would start out at 3500 rpm.
More overlap leads to reversion before boost, once boost pressure is greater than exhaust back pressure it then does something different. It pushes out fuel in the exhaust and messes with your true cylinder AFR. If that fuel was pooling behind the intake valve some of it is going to go out the exhaust. The wideband will read what the system saw (average), but not what the cylinder saw. So in this case you usually have to add more fuel than normal to get it right in the cylinder, even though the wideband says otherwise.
HOW IS FUEL PUSHED OUT THE EXHAUST SIDE WHEN THERE IS MORE BACK PRESSURE THAN BOOST PRESSURE? OVERLAP IS YOUR FRIEND FOR POWER-EVEN UNDER BOOST
@@richardholdener1727 is it the same in a SC config? Actually im looking for a Cam für my SC and in my opinion to much overlap does not work perfectly with SC. Used a stage 2 NA Cam and there was little increase in performance but massive fuel consumption.
In my experience the turbo cams are better on the starting line on a drag strip, with big turbos. Anywhere else you're correct, the turbo multiplies the na power.
A CAM 9ANY CAM) THAT OFFERS MORE LOW-SPEED TORQUE WILL BE BETTER ON THE LINE
@@richardholdener1727 I 100% agree with you. I believe the reason there are turbo cams is guys having really rowdy na or nitrous cams, going to turbo and it not spool up. So they call a cam company and say I need a cam that will spool the turbo, bam here's your turbo cam.
Edit- I'm also talking about pretty fast race stuff. Couple steps above you're average street/strip car. And the converter along with the tune will make a difference. It's all about your combo and what you want it to do. Just like you said lol
How long does it take to get oil through the pushrods on a dry LS? I did a cam swap and a few other things I’ve primed the pump and rolled it over but no oil through the push rods.
If your intake and exhaust pressures are equal then forced induction is just like operating at 10000ft below sea level. But, if your exhaust pressure is higher than intake, as turbos have, then with increased overlap you decrease VE. That changes with rpm, thus your “multiplier” will change by rpm. This is why turbo cams benefit from lower overlap than supercharger cams.
I'm building a blower motor, and I chose the old school 327/350hp (.447lift/223dur. 114 lsa) Cam. My thinking is that supposedly blower motors like more duration and LSA, and if that Cam can help a NA motor make more than 1 hp per cubic inch surely it would multiply that even better under boost. I hope I'm right. I don't want to end up building an old slow dog.
Procharger and Vortech recommend 112 to 116 LSA. A blower and a Nitrous cam are very similar. I run a 114 LSA with my f3-121 procharger. This video is crazy, just because you add boost to a cam and the power goes up doesn't mean it's right or gonna last. Just like more exh duration than int on a blower setup is what is whats wanted.
@@jasonstormoen I like to use higher Ratio Rockers on the Exhaust side. It makes me feel good. So does a higher LSA of 114 and your input. Thanks !
As turbo cam sales drop like Bank stocks this week.... I'm using the BTR torque cam with the 202/ 202 duration in my twin turbo build. Early Spool, super strong mid-range, no need for over 6,000 RPM. Just look at the n/a power curve and decide which one works best for your application and then imagine it multiplied and that's how you pick your cam.
wont effect sales...Richard has been saying this awhile.
was mostly sarcasm, I've also been saying the same thing for quite a while.
@@coboscustoms4342 cool, sarcasm is hard to tell on text.
@@cuzz63 I know, I mean only the first line was sarcasm. I need to put up a video of my twin turbo truck lol. Look up mrphukyew to find some of my crazy builds
I ran a torque cam with a hi Ram on a 4.8 L with a turbo, bad combo, but it works
good info Im actually considering going boosted from nitrous if I do my plan is to run the engine as is only with boost It being a 408 hyd stroker LS WELL built bottom to top I feel like it should make 1300 and still live long and prosper lol
What's the best cost friendly cam to buy an where can I get it
People's minds revolt when you tell them it's as simple as buy the cheapest one that doesn't require more changes than you want to make, i.e. Valvesprings/converters...
No no no , this one has a cool name, that one has a cool social media endorsement, this one is custom just for me because my little mass produced engine is different from the hundreds of thousands of others just like it.
Hello Richard, Please help; can i use BTR .660 dual valve springs with a .656 lift camshaft?
On N/A engines tighter lobe separations make more power vs wider lobe separations.
IF IT WORKS ON THE NA MOTOR-IT WORKS UNDER BOOST AS SHOWN
@@richardholdener1727 Good vid . Can't get enough of them.
Not necessarily. Our 500 inch Pro Stock engine ran best with a LSA of 116. The LSA of a cam can give some sign of the shape of the torque curve, but be leery of blanket statements.
4:25 had me looking for someone
But what about a RV cam? Or the 3/4" Race cam. 😊
I would like you to do a video on comparing ignition modules and if they actually make a difference. For example I have "Jacobs electronics ignition" and they have since disappeared, but they made some amazing claims. I would love real data on comparisons between say an MSD 6A or my jacobs module ( I would even send it to you if you would like to run this test ) and maybe like a coil on plug system etc.
ignition amplifiers don't add power unless they help cure a misfire problem
that is what I would think, but Jacobs claimed otherwise!
A good all around cam for the street would be at about 1800 plus rpm. A radical street cam will be rated at 3500 plus rpm.
Most engines are over cammed by home builders thinking more is better. A 3500 plus rpm cam is radical and I've seen street cars with these solid lifter cams.
Also where does your engine stock engine throw rods
So what is the reasoning or claimed benefit for the cam manufacturers to offer turbo cam profiles? Just for the sake of having more part#’s to list in a catalog? Not trying to start a debate, genuinely just asking.
Whats the best cam to order
Could you do a cam comparison for a good street combination. A turbo sized for the street, so it will be responsive, but it may have a higher pressure ratio (intake to exhaust) when comparing to a drag race application for example. Then compare a well matched cam profile with different amounts of overlap, with three different boost levels for each cam. 15, 20, 25 psig. The goal would be to see which one performs best under this test. You made the point, but overlap provides a scavenging mechanism, but the heads, headers, intake... have to support also, otherwise overlap can lead to excessive residual exhaust gas left in the chamber or possible flow reversal into the intake. The question is not that you need a "turbo" cam, but the profile, timing, and overlap can be optimized and optimal is not the same for NA to turbo, or big turbo to small turbo, and... or maybe it is, but a dyno comparison would tell the tale.
no on the residual exhaust gas LEFT in the chamber. Turbo cams (as shown) also have overlap. Optimizing the cam for any given combination can be done, and might require a specific cam, my point isn't that a truck cam makes the same power curve (or runs efficiently at the same rpm) as a pd blower cam, my point is you can run a turbo with any of them
@@richardholdener1727 You clearly demonstrated that you can run a turbo with any cam and make more power. I appreciate all the knowledge you have put out with your videos. As a future video idea, optimizing a cam for a turbo combination vs optimizing for an NA combination and seeing the comparison would be intriguing. Especially for a higher boost small turbo street combination.
MPG - save money on fuel with my 5.7l to buy a turbo kit - what do you suggest for an MPG cam lol
With your turbosystems that makes more backpressure than boost and are not very powerful anyway, a " turbo cam" would make power.
I think you mean a cam will make power
Have you tried the summit turbo ghost cam?
Some racing cams have a terrible short rpm power band, race only type.
N/A engines don't use different cams when running at high and low altitude tracks even though the intake density changes. Why would you change cams just because the altitude changed artificially?
Im not sure how frequently you check the comment but could you pick a hyundai 5.0 or 4.6. The engines have forged internals and all aluminum block. The only thing there is no tuning available. Could a aem hook up and change throttle body stronger injectors and maybe forced induction
a stand alone would fix that
It has a tiny little turbo on it you can't see it though.
I cant comment on LS engines as we dont have much of them here. While you tested for full throtle, which is ok for drag racing, things may be different when driveability and more boost is factored in. We mostly do high boost DOHC inline 4s here, and high revs NA. The turbo cams usually run "high lift" 10.25mm cams with 270 duration and 30+ psi boost, up to 9000rpm, most power produced with about 115 separation. The NA engines run something between 300 and 330 duration, and rev to 12,000. Pretty sure the turbos would not run great with that much duration, since they cant rev that high.
it is makes power up there na-it will do so under boost
@@richardholdener1727 Except boosted cant handle 12,000rpm, so the powerband given by the cams wont be attainable.
What about the 2.7 high output Chevy 4 cylinder that has a variable Camshaft 3 different lobes.
THAT SHOWS YOU THAT THERE ARE DIFFERENT CAMS FOR DIFFERENT RPM RANGES
When in doubt go smaller. A fairly stock engine with a 296 cam will suck.
Have you ever done a 4.8 crank and rods in a 6.0 or 6.2? I'm curious if it's possible and what pros and cons it would have.
yes-that video is up (I did an ls3 block with 4.8L crank)
I feel better, you know like a placebo, when it says turbo cam!!!!!!!!!!!🤣🤣🤣
Richard I have btr stage 4 in my 6.0 with 76mm turbo it’s happy at around 13lbs but when adding more boost it makes less power
Data looks perfect
Full exhaust 3/12 to 4 inch no muffler
Any idea why
13 psi with as 76mm turbo on a healthy 6.0L might be out of turbo or at least hot side flow
how about a 6.0 n/a build combo vid. no power adders. Diff heads and cam combos maybe diff compressions
please see the how to max your 6.0l or any of the many other 6.0l cam test videos
@@richardholdener1727 ive been watching a ton of your vids. I have crank rods and a 6.0 block just looking to do N/A with a manual. Kinda shooting for 650+ hp. no clue on heads or cam
also thinking e85 with 12:1 compression
So I can run my reverse split TR230 that's a 230/224 on a 111 LSA and this principle would still apply? I love everything about the cam, so if I could turbo it and it would mimick its manners has now, but with more power, I'd be ecstatic.
a turbo will multiply what is there
@richardholdener1727 Thanks my man. I didn't know if it would hold true being reverse split, but thanks for clarifying.👍
Hey Richard. Curious if you have any videos of you running that Holdner/Happel “best cam”?
that vid is up
@@richardholdener1727 Thank you for all your hard work!
You ever thought about using better legends and line colors on your charts? All I see are multiple red and blue lines and then a legend that says all red lines...
so from what i understand from that is when i want to choose a custom ground cam for my forged l36 build to drift with because i want response and mid range power i should choose something in the mild range, would that be correct?
yes
Richard, I am a long time viewer of your channel. I am building a 2003 Ford Zetec that will be turbo charged and it is going into a 1971 lotus Europa. Transaxle will be a Renault 395 five speed. My question is, should I stay with stock cams or should I go to a stage one, stage two or maybe stage three cams. This will be a weekend driver. Last question, at what point should I “Beef up” my rods and pistons?
William
Richard, thank you for the info I should’ve waited to the end of your video. It doesn’t look like I need a radical cam, The Stockham looks like it will do.
WE RAN 300 WHEEL HP WITH STOCK STUFF
When He some Day build engine that make over 400nm torque/ per 1Litre, then he make new video 😅, like he's t-shirt wrong cam.
Show must Go👍
295 lb-ft per liter has been done-much easier with smaller motors-that doesn't change the results of all the testing
Truth, NA cam can be good for turbo so long as total exhaustGasMass is not too much for total exhaust flow capability.
My test may differ from pro's
Twin scroll = able for more lsa??
Hi richard! Building a 408 with +18cc dished pistons.Looking for a good street cam. car weights around 3,400lbs through a 4apeed auto and 3.73 gears. What would be a good btr cam to go with ? Im all ears !!! Thanks!!
a BTR Hot Rod or Red Hot for a daily driver
I understand that adding boost is going to add hp but isn't there a specific type of grind that is more efficient for moving all that air and fuel when you add boost?
no, all of the cams offered the same percentage gain with boost
Makes sense. So then why do manufacturers have them categorized as “turbo” and “blower” cams?
$$$
New to the Turbo game, been an N/A Nitrous guy for decades. Very impressed with your method of presenting information, it is much appreciated and bound to save me $$$ in my new endeavors.
I live at 7000 ft. elevation and would like to see some advice on what to look for in working with thin air for daily driver stuff and also spooling/power at the track. Albuquerque and Denver specifically. Thanks for all the help you've given already.
the altitude doesn't change what was said, more torque down low equals more boost response
Soo.. give me example.. 😊 i want 700hp on my 2003 suburban 6.0L.. what mild cam u recommend? And maby what supercharger?
Moore charger/cam vids 👍💪💪
the blower adds to what is there NA. Choose the cam for how you want it to behave and drive, then add the boost. Lots of blower choices for 700 hp
What kind of camshaft can I run on a Chevy 6.0 with some chop that will still spool up pretty fast?
I have some avail
So if a turbo simply multiplies the N/A torque curve, what does a supercharger do? Does the same concept apply to superchargers, or do superchargers perform better with supercharger cams?
Superchargers work in a similarr fashion, but since each blower design also changes the shape of the curve. The PD blower usually requires a short-runner intake and does not provide a consistent boost curve, which changes the curve and the centrifugal blower has a rising boost curve-again, changes the curve.
Hi Richard I have a couple 2.6 and 2.9 ford v6 and some the Yamaha sho engine how do I select the right cam for these engine? My goal would be more tq from idle and still run smoothly and if possible to make a bit more power is there an equation like you guy use for the v8? Thank
there is no equation-you need to see what the existing cam timing is-but cams offer very little power off idle-you need to look elsewhere for low speed torque
There rated at 220 hp if I could get it around 240 to 260 that would be awesome
Advice please. I have a 5.3 and adding a turbo. Truck norris cam, tbss intake,80lb injectors. Goal of 700hp at crankshaft. My question is maf. What maf is needed. Also i need a vacuum pump to keep my power brakes? Sorry if its a dumb question. Im new to turbos, not new to engine builds. Thanks
you don't need a vacuum pump with that cam and most use the stock maf
@@richardholdener1727 thank you.
lag response can vary?
we need runs all the way down at 1500~2k rpm and there about, unless you run a auto that change every time you get a bit there is a lot of unseen changes i feel
1500 rpm at wot?
@@richardholdener1727 well when it comes to what makes a turbo cam i feel it really should be addressed how early they get on boost not that they simply make boost and power half way down the rpm range.
sure for a track car pushing 1k hp drag racing it is not necessary data. i agree wholeheartedly
Why did GM make the cam that has 122 LSA for their supercharger. BTW, I agree with you 100%
I have a Magnuson Supercharger and the cam is nothing like a *blower* cam.
They have to make the engine idle, operate vac brakes, and run an A/C compressor.
Because gm primary goal is always emissions compliance, cafe standards, making horsepower is the furthest down the list.
They made that cam to limit power below 5k because of the type of power adder that was used. They didn't want to make too much power down low and break parts. At least that's what I read and it made sense. I'm sure emissions and all play a factor as well.
Noise, vibration, and harshness. Nvh limits a ton of vehicles.
Driveability, emissions and (think of the difference here from turbo to supercharger) the intake to exhaust pressure differential👍
What I’d like to see was sloppy stage 2 228-232 cam but 108lsa against exactly the same at 114lsa and see what happens NA and boosted
the SS2 is 228/230, but whatever the tighter lsa does na-boost just multiplies that new curve as show in the video with every cam tested.
@@richardholdener1727 I understand that, but more of an LSA test then an actual NA to boosted test I suppose is what I meant, just to compare something that’s a definite NA style LSA to something that’s more power adder orientated, possibly is a turbo cam also an NA cam is what I’m trying to get at haha
I would actually like to see that too.. And the comparison of the boost/back pressure curves as well.
Gotta be FUNNER.
Hey Richard, I got a question about the 5.3L LM4, I was wondering if the Truck Norris Cam from Brian Tooley would work for a torque boost for a daily driver.
I am not looking to replace converters or tune it. Any thoughts?
a cam swap will require a tune
@@richardholdener1727 great, so my follow up is do I need to find some race corvette guy who will eventually figure it out or is there an out of box tune from BTR that is tried and true that someone can flash on?
Why not test it with the power / boost formula in mind? Does a “turbo cam” make the engine any more efficient from a % of gain standpoint versus a non turbo cam at similar boost levels? What about potential backpressure differences at these same levels? I think it would make a good test.
Also, what about boost threshold (minimum RPM where the turbo spools)? Or response rate (time it takes to spool at higher RPM)? Might be hard to test on a dyno versus in a car but also be interesting to see if the “turbo cam” changes anything.
Did I not make it clear in the video that every cam responded the same (% gain) when we added boost? They did
No actually you never mentioned power / boost formula or showed any % of gain data in any of the examples.
To recap the video-boost multiplied the power output of the na combo with any cam based on the formula (one cam did not respond better)
@@heytonymanA lot of bad info in these video.