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.

@sHoRtBuSseR

Жыл бұрын

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.

@markim5087

Жыл бұрын

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,

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.

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.

Good work Richard

GREAT information that can save people many dollars and much frustration! PS the "Baaaaaaah" power sound effect on the motor pic was golden!

@richardholdener1727

Жыл бұрын

Boom!

Richard as always your the man!! Your cam game is top shelf for sure!! Thanks for the videos and daily talks!!

@Jamesrdc

Жыл бұрын

4:25

Fantastic wealth of info you provide to the sport

Still learning from your videos, Richard. Good stuff, man.

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

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

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!

I sure do appreciate your videos Richard. I'm new to this LS stuff stuff at 53 yrs old.

@richardholdener1727

Жыл бұрын

thnx for watching

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 love this video, this is what I was thinking and your data confirmed it thank you !

My wife was inspired by your introductory music. I enjoyed it so much, i played it again and again...and again. Great video, dude

@richardholdener1727

Жыл бұрын

Rock on!

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.

Love that shirt ... great vid!

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.

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.

Damn I love that intro music!!! Always puts me in a good mood. Lol

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.

Heck yeah, Richard

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 .

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.

@cuzz63

Жыл бұрын

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.

@richardholdener1727

Жыл бұрын

I HAVE YET TO SEE A CAM THAT WORKS NA NOT WORK WITH A BLOWER (OVERLAP IS YOUR FRIEND)

Overlap makes power

Bain Racing from Oz, I feel like you and them would make beautiful music together.

I sometimes dis agree with your tests, but this I can agree with %100

@richardholdener1727

Жыл бұрын

I find it hard to disagree with data

I see it as a simple solution. Spec your cam for average power in your desired rpm band for your application.

Thank you

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?

@richardholdener1727

Жыл бұрын

IT IS VERY SIMPLE-THE CAM THAT MADE THE MOST POWER NA WOULD DO SO UNDER BOOST

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

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.

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!

@richardholdener1727

Жыл бұрын

the intake design and head flow and displacement also dictate the peak power rpm

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.

@richardholdener1727

Жыл бұрын

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

@seanb250

Жыл бұрын

@@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 👍

Boost is just a extension of na if all is equal.....but try splainin dat to the coyotards and modular guys

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.

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.

4:25 had me looking for someone

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.

@richardholdener1727

Жыл бұрын

is the dohc really any different?

Personally I blame squirrels.....

@michaelgarrow3239

Жыл бұрын

Nuts!

@markreibson7030

Жыл бұрын

especially the white and black fart squirrels.

@freyja4954

Жыл бұрын

Eventually you won't be able to my dog has caught 7 this year so far 😅

@GrandPitoVic

Жыл бұрын

SQUIRRELS!!!!!!!

@bryanmaloney6651

Жыл бұрын

Have you no squirrel pride? Stop the squirrel shaming.😁

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!

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.

I knew guys who used wrinkle wall tires on the street to hook up all that power.

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.

@funpeoplearoundtheworld7027

11 ай бұрын

Still leads to less power especially before the boost ramps up higher than EX bp.

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.

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👍

@richardholdener1727

Жыл бұрын

295 lb-ft per liter has been done-much easier with smaller motors-that doesn't change the results of all the testing

@kimmosclassicservice1918

Жыл бұрын

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

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

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.

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.

@richardholdener1727

11 ай бұрын

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

@ferox1183

4 ай бұрын

@@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.

Gotta be FUNNER.

Hello Richard, Please help; can i use BTR .660 dual valve springs with a .656 lift camshaft?

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.

@cuzz63

Жыл бұрын

wont effect sales...Richard has been saying this awhile.

@coboscustoms4342

Жыл бұрын

was mostly sarcasm, I've also been saying the same thing for quite a while.

@cuzz63

Жыл бұрын

@@coboscustoms4342 cool, sarcasm is hard to tell on text.

@coboscustoms4342

Жыл бұрын

@@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

@richardholdener1727

Жыл бұрын

I ran a torque cam with a hi Ram on a 4.8 L with a turbo, bad combo, but it works

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.

@superkillr

Жыл бұрын

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.

@jasonstormoen

6 ай бұрын

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.

@ViewThis.

6 ай бұрын

@@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 !

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.

So it seems the real question is: Is there anything that makes a cam better for a turbo application than a non- turbocharged application?

@seanb250

Жыл бұрын

Yes, controlling cylinder pressures and the blowdown time at certain rpm ranges, this is done with LSA, duration and duration split.

What's the best cost friendly cam to buy an where can I get it

On N/A engines tighter lobe separations make more power vs wider lobe separations.

@richardholdener1727

Жыл бұрын

IF IT WORKS ON THE NA MOTOR-IT WORKS UNDER BOOST AS SHOWN

@jarez3781

Жыл бұрын

@@richardholdener1727 Good vid . Can't get enough of them.

@bryanmaloney6651

Жыл бұрын

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.

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.

@richardholdener1727

Жыл бұрын

A CAM 9ANY CAM) THAT OFFERS MORE LOW-SPEED TORQUE WILL BE BETTER ON THE LINE

@justin_parks

Жыл бұрын

@@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

But what about a RV cam? Or the 3/4" Race cam. 😊

With your turbosystems that makes more backpressure than boost and are not very powerful anyway, a " turbo cam" would make power.

@richardholdener1727

Жыл бұрын

I think you mean a cam will make power

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.

@richardholdener1727

Жыл бұрын

ignition amplifiers don't add power unless they help cure a misfire problem

@AlaricDailey

Жыл бұрын

that is what I would think, but Jacobs claimed otherwise!

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?

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

Have you tried the summit turbo ghost cam?

Whats the best cam to order

When in doubt go smaller. A fairly stock engine with a 296 cam will suck.

Some racing cams have a terrible short rpm power band, race only type.

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.

@richardholdener1727

Жыл бұрын

yes-that video is up (I did an ls3 block with 4.8L crank)

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.

@richardholdener1727

Жыл бұрын

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

@nigel2447

Жыл бұрын

@@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

Also where does your engine stock engine throw rods

What about the 2.7 high output Chevy 4 cylinder that has a variable Camshaft 3 different lobes.

@richardholdener1727

Жыл бұрын

THAT SHOWS YOU THAT THERE ARE DIFFERENT CAMS FOR DIFFERENT RPM RANGES

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.

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?

@richardholdener1727

Жыл бұрын

a cam swap will require a tune

@Liladelph

Жыл бұрын

@@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?

I feel better, you know like a placebo, when it says turbo cam!!!!!!!!!!!🤣🤣🤣

how about a 6.0 n/a build combo vid. no power adders. Diff heads and cam combos maybe diff compressions

@richardholdener1727

Жыл бұрын

please see the how to max your 6.0l or any of the many other 6.0l cam test videos

@endurovex7272

Жыл бұрын

@@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

@endurovex7272

Жыл бұрын

also thinking e85 with 12:1 compression

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

@richardholdener1727

3 ай бұрын

13 psi with as 76mm turbo on a healthy 6.0L might be out of turbo or at least hot side flow

Hi Richard I have been following your videos for a couple of years. I am getting ready to try turbocharging and engine for the first time. I plan on leaving my nitrous cam in the engine. The cam specs are 112* intake center and 112 lobe separation and duration @ 0.050 is 268/278 with a lobe lift of 0.430 in a 12.5:1 compression 408 SBC with a set of out of the box profiler 210cc heads. I am looking at the on3 107mm with 1.30ar. How hard is it going to be to spool this turbo. I plan on doing some street driving on e85 blow through carburetor. It will see more racing action than stop light to stop light driving. Goal is to stay around 15-20 lbs of boost and make 1200- 1300 hp. Hope to hear back from you and keep making videos. I do enjoy them. Lots of good information.

@richardholdener1727

Жыл бұрын

you have a big motor which helps, the question is, how is the low-speed torque on that motor right now NA? Not great I would imagine

@williamtevis9942

Жыл бұрын

@@richardholdener1727 it is not too bad NA, but I normally run a minimum of 200 shot of nitrous. Car weighs about 3300 with me in it, and it will 60' 1.59 1.60 NA and 1.30 on a 200 shot. Needs more gear for nitrous. I'm running a 3.89 gear. The car will run 6.80 @ 100 mph NA 6.30 @ 110 mph on 200 shot of nitrous. I was just wondering if the 107 is too large or should I be looking mat the 94?

@richardholdener1727

Жыл бұрын

that cam is a high-rpm cam-the turbo will make power in the same effective rpm unless you go small on the turbo-you don't need that much cam to make big turbo power

@williamtevis9942

Жыл бұрын

​@@richardholdener1727 I have a 245/252 @ 0.050 on a 104 intake center and 108 lobe separation. Would that be a better choice? Then 94mm or a 107mm. Sorry for so many questions. Just new to turbos and I respect your opinions, and trust your knowledge.

@richardholdener1727

Жыл бұрын

what is your desired power level-we made 1543 hp with a 231 (at .050) cam, the turbos provide the power

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.

@richardholdener1727

6 ай бұрын

a turbo will multiply what is there

@maroonsn95

6 ай бұрын

@richardholdener1727 Thanks my man. I didn't know if it would hold true being reverse split, but thanks for clarifying.👍

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

@richardholdener1727

Жыл бұрын

you don't need a vacuum pump with that cam and most use the stock maf

@dougbrook6223

Жыл бұрын

@@richardholdener1727 thank you.

Hey Richard. Curious if you have any videos of you running that Holdner/Happel “best cam”?

@richardholdener1727

23 күн бұрын

that vid is up

@BrockwRock

23 күн бұрын

@@richardholdener1727 Thank you for all your hard work!

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

@richardholdener1727

Жыл бұрын

a stand alone would fix that

I’ve seen too many boosted motors do cam swaps and make more power !!!! We all know lift has the greatest effect on power, so we leave lift about the same same duration,and just split it different and swap the over lap and watch it increase in power why, less air is leaving why the exhaust and intake aren’t open together as long pushing air out..

@richardholdener1727

Жыл бұрын

lift in no way has the greatest effect on power

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

@williamenzweiler8121

Жыл бұрын

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.

@richardholdener1727

Жыл бұрын

WE RAN 300 WHEEL HP WITH STOCK STUFF

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?

@richardholdener1727

Жыл бұрын

yes

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?

@richardholdener1727

Жыл бұрын

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.

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.

@richardholdener1727

Жыл бұрын

Did I not make it clear in the video that every cam responded the same (% gain) when we added boost? They did

@heytonyman

Жыл бұрын

No actually you never mentioned power / boost formula or showed any % of gain data in any of the examples.

@richardholdener1727

Жыл бұрын

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)

@jasonstormoen

6 ай бұрын

​@@heytonymanA lot of bad info in these video.

Who would believe forcing more air and fuel into a motor makes more power ? 👏😆

@richardholdener1727

Жыл бұрын

now would you believe the gains are the same with every cam-stay focused!

It has a tiny little turbo on it you can't see it though.

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...

Makes sense. So then why do manufacturers have them categorized as “turbo” and “blower” cams?

@prevost8686

2 ай бұрын

$$$

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?

@richardholdener1727

Жыл бұрын

no, all of the cams offered the same percentage gain with boost

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 👍💪💪

@richardholdener1727

8 ай бұрын

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

Hi, Could you please test a MSD wires to check if add some power?

@richardholdener1727

Жыл бұрын

they don't

@RC-po3tv

Жыл бұрын

@@richardholdener1727 What about the whole system, the coils and everything ??

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.

@Kstang09

Жыл бұрын

They have to make the engine idle, operate vac brakes, and run an A/C compressor.

@b.c4066

Жыл бұрын

Because gm primary goal is always emissions compliance, cafe standards, making horsepower is the furthest down the list.

@AdamOpheim

Жыл бұрын

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.

@madmod

Жыл бұрын

Noise, vibration, and harshness. Nvh limits a ton of vehicles.

@craig8187

Жыл бұрын

Driveability, emissions and (think of the difference here from turbo to supercharger) the intake to exhaust pressure differential👍

The question from a noob now becomes, do I use same valve springs that come with the NA cam or will a turbo make the springs weak and have valve float?

@richardholdener1727

Жыл бұрын

the cam you chose will have springs designed for them-use those

What kind of camshaft can I run on a Chevy 6.0 with some chop that will still spool up pretty fast?

@richardholdener1727

2 ай бұрын

I have some avail

I was under the impression pressure pre-turbo is what matters with relation to duration and overlap. When you are only running 7-8psi you aren't going to see enough back pressure to cause an issue. So the power curve will mimic the NA curve as you say. Get into the 2:1-3:1 back pressure levels and higher overlap camshafts will run into detonation issues. Where a smaller cam with high negative overlap @.050 will not. With the 1.10 T4 S475 I'd see 2.8:1 back pressure levels at 26lbs. The turbo was tapped out and of course not the best unit for the job. But I believe it stayed together and ran "ok" at those levels because I ran a camshaft with -24* of overlap. Similar to my old DSM motors seeing into the 3:1 back pressure ranges on the baby 16g turbos. If you run a setup that will run at 1:1 or better (twins) you run what ever cam makes the most power where you want it. Just as you say. I ran a "big" MS3 cam on my twin 5.3 setup. Worked well!

@davidreed6070

Жыл бұрын

I'm with you

@connor3288

Жыл бұрын

What do you mean by "negative overlap", as in a reduction from stock? And are you talking drive pressure to boost pressure ratios?

@ShadowsOfGames

Жыл бұрын

If you've got 2:1 or greater back pressure to boost ratios, you've got bigger problems than cam specs!

@richardholdener1727

Жыл бұрын

3:1 PRESSURE RATIO AND YOU THINK IT'S CAM TIMING?

@connor3288

Жыл бұрын

@@richardholdener1727 Cant wait for the negative overlap cam tests, maybe you can test a negative duration cam too? 🙈. In all seriousness, what is considered a good drive pressure ratio in a single or twin turbo application? I know compound setups can potentially have an advantage. Not enough people talk about drive pressure ratio imo, its important imo to reduce pumping losses, cylinder temp, and increase VE. Sizing seems to be a compromise between responsiveness, power goal, and backpressure/unwanted egr effect. I love the idea of a compound turbo LS car, would be badass.