Dyno or no Dyno is a lot of fun for sure

I sure hope to see the Bad Bish bak in action at the track and running 8's soon

Al

PS - This was my last round of Dyno or No Dyno! with my new Buschur Racing high compression pistons, I picked up 40 whp plus all over the power band. These Buschur Pistons are amazing as they have a amazing design which some how works with the quench on the head and actually makes the knock threshold higher than with the standad compression pistons. It was the fist time in Dyno or no Dyno that I just gave up after two days of tying to reach the number I wanted (875 to the wheels) it just could not get there no matter what I did. I had to settle for 873 as my final figure.


Dyno or no Dyno - - - - http://www.youtube.com/watch?v=SJS2gIpHNck

 

The car made 710 with the AEM right before I switched to the Haltech, I'm pretty confident even on the small cams and other "negatives" of working with a street car that it will go over 700.

Since I know someone is going to ask about the "negatives" there are a lot of factors in making big power on a chassis dyno. Anything you have to spin has an effect on power to the wheels. My car is being dyno'd with the 18x8.5" Enkei NTO3+m's, 245-45-18 M/T DR's, full exhaust etc. I'm also running our 272's in the car. Anyway, not making excuses but 700 on our dyno is a hefty amount of power so just hitting 700 is an accomplishment.

I did get good news on cams this week. The fixtures are now done for accurate cam measuring and a lot of information has been gathered. I had the custom ground Crane cams in the car that gained 37 whp over our cams. I did have some bigger losses under 5500 rpm than I wanted. Now rather than just re-grinding the same Crane cam we are going to attemp to grind a cam with no losses under 5500 rpm and still gain atleast another 30 up top. I'm willing to take a small loss over the Crane's up top if I can not lose and low/mid range.

Can't wait to fire this up tomorrow.

 

Al,
Are you saying that you could run more ignition advance with the new pistons? What was the change in Rc? What was the difference in ignition timing? +3 degrees?

The reason I ask is that most time you see an increase in ignition advance is from poor flame propagation or flame speed. Both of those are affected by your mixture motion in your combustion chamber... mostly the head IMO for a gasoline port injected engine, but the piston plays a large role (larger role for direct injection diesels) Your advance in ignition timing even with more compression *could* be due to the reduced mixture motion (swirl/tumble) generated from the piston swap. Did you change your cylinder head or valve size when you put the higher Rc pistons in?

 

Hell, Even hitting 500-600+ is an accomplishment on the dyno at Buschur's. 700 would be damn nuts lol

David, About these cams. If they end up doing as well as you hope is this something you might offer as a part?

thanks,
John

 

Ah, cool. I just remember Ray Hall being a major point of support on the Autronic forum a couple years back and was wondering if the company had just taken on a new name.

The Autronic VE and target AFR tables are kick *** and if VIPEC uses the same system, it's a big plus on the features list. I loved having AFR and VE mapped separately.

 

Yes Johnboy you can expect to see a new cam come from us. I'd like to see what the designer of the cam can come up with and improve on what I had, if nothing else we can just re-grind the Crane I had ground and offer that, but that is not what I want to do.

 

David, the Crane cams were your grind or one they offered and discontinued?

 

Tom, no, not my grind, I'm not smart enough to design a cam. I spoke with an engineer there after testing a stock number they had and was impressed with. I told him what I wanted to do and he said they could do a custom grind to try. Stupid me got the cams, gave up on testing and let them sit on my desk for atleast a year. When I did finally test them and found out how much power they made it was too late, Crane closed down the Tuesday of the week I tested the cam. I tried to locate more of them but because it was some custom grind they did not have any nor did any dealers. Then mine wiped out an exhaust lobe on #3 cylinder which left me with nothing. "We" have since purchased the blanks to grind. I don't want to give up that low/mid range though so I think the next cam that is ground will be custom and try to get most of the low/mid back with good gains up top but maybe not the full 40 whp.

 

cant someone profile off the remaining lobes and make copies?

 

David, while you are investigating this stuff, have you looked into using a hollow cam blank at all? Less rotational weight. Seems minuet, but numerous OEM manufactures have decided it's worthwhile.

Any chance the ramp rates were too high though? Wiping lobes on a roller cam isn't very normal.

 

DLC coating. works for NASCAR.

 

leecavturbo, read the information that has already been posted please.


03white, yes, hollow ground has already been discussed for now we have Crane blanks. Also, it was not the fault of the cam the lobe wiped out, we found the problem afterwards.

 

Cool, I look forward to seeing what you come up with.

Have you thought about updating some of your cylinder head stuff? I know your stuff works great, just curious.

Hollow stem valves, beehive springs, light retainers, and hollow cams...just like the factory.

Here is a decent link on "assembled camshafts."
http://www.sae.org/technical/papers/2000-01-0397

2-3mm wall thickness in low alloy steel would make a nice light camshaft. Add on either sintered or forged lobes and bearing surfaces and you get the best of everything. Light, extremely hard wear surfaces, good vibration damping, and good fatigue characteristics.

 

There is not enough EVO market left to put a big money investment into grinding new camshafts. Many people have cams of some sort already and the natural progression of any car platform that has been discontinued is that the most popular items that were first purchased will slowly become "not needed" by the masses anyway. The EVO market isn't Formula 1 or Indy car and attempting to gain every last single ounce and advantage just isn't feasible. Our goal is to grind a cam even better than what we have now, that in itself will prove to be difficult more than likely. I'm not worried about the power at 9,000 rpm, I want power from 3,000-9,000 rpm, so that's our goal.

Also, car kicked my *** again today. The fuel pressure regulator is proving to be much tougher than I had thought. The fitment is kick butt and looks great but I couldn't find a real clean way to do the return line. Some overnight shipping from 3 seperate companies is taking care of that though, I hope. Tomorrow it should be all finished up and running, all I have left is the return line, radiator fill and hook up the battery. Should be quick once the parts come in.

 

^
Dave I'm sure you will figure everything out.