342 HP KA-T @ 10.5 psi

[Nismo_Freak]

Looks like you are getting further and further along with unlocking the KA Ivan.

Do you think the intake manifold had anything to do with the engine producing the higher VE's at the top end in concordance with the cams?

Do you have a cam card you could post up?

[IvanAtSPRacing]

I believe the intake is hurting power everywhere but down low. There is a possibility the intake lenght allows for a second wave at somwhere near 7000 rpms. It seems to be a trend that dyno graphs show the TQ flatten out near 7000 rpms after the typical huge drop. These cams may take advantage of that. Hopefully soon I will get to testing some intake manifolds.

The cam specs are:Crower V3 cam specs:Lift .401" Duration 226° @ .050" Seperation 110°

For a stock head, this is absolutly it for lift. This set of cams actually contacted the bucket bores in a few places and needed to be clearanced. The 1.200" shims are also limiting the swipe of the cam at this point. These cams use every bit of room the stock components have.

[Nismo_Freak]

I believe the intake is hurting power everywhere but down low. There is a possibility the intake lenght allows for a second wave at somwhere near 7000 rpms. It seems to be a trend that dyno graphs show the TQ flatten out near 7000 rpms after the typical huge drop. These cams may take advantage of that. Hopefully soon I will get to testing some intake manifolds.

The cam specs are:Crower V3 cam specs:Lift .401" Duration 226° @ .050" Seperation 110°

For a stock head, this is absolutly it for lift. This set of cams actually contacted the bucket bores in a few places and needed to be clearanced. The 1.200" shims are also limiting the swipe of the cam at this point. These cams use every bit of room the stock components have.

So you are running a direct copy of the cam on the exhaust side I see.

Something you might look into would be the SR uses a greater lobe seperation on the exhaust side. The SR seems to be very very finicky with it's valve timing, I'd imagine the KA is slightly dissimiliar due to differences in design but it might be worth looking into.

[WDRacing]

Ivan, have you used adjustable cam gears?

[paemt6220]

The stock KA internals are near there breaking point when making around 350rwhp as I want to make, right? This is do to the psi of boost needed to make that HP, right? I want a very reliable setup. I don't want to pay to build a motor if I don't have too. But I don't want to have to a few months down the rode either. I have yet to do compression and leakdown tests, so I may still need to rebuild or buy another motor.

What I am curious about is, Will these cams, also lower the amount of boost needed to make that amount of hp on a stock block too? I understand the importance of tuning, but I want to know if these have made 350rwhp much more abtainable on stock internals. I am sorry for my ignorance in this stuff, but I am still learning.

ThanksChad

[HolyShiznit]

Assuming you are tuned, stock internals are pretty safe at 350rwhp. I was right around that for a while. It's not a matter of how much boost per se, but more like how much horsepower the engine can run at. At least that's what I took away from Ivan's tests.

[Florida240sx]

Depending on your setup it will yeild higher and lower power at same psi.Depends on fuel turbo mani spark etc. The engine can handle 400hp whether it be at 10psi or 20psi. As long as it is tuned correctly.However from what I read it seems that these cams no matter if you ar NA or boosting will hurt your engine at higher rpm so you will need upgraded valve springs etc. Ivan or someone please chime in to confirm or correct me.

[HolyShiznit]

Yes they will REQUIRE upgraded valve springs/retainers. If I believe I am quoting Ivan correctly he said: That one of the springs might stick open due to the lift/boost. Something like that. Oh ya I just ordered these today and talked to Ivan. +1 for him

[IvanAtSPRacing]

Ivan, have you used adjustable cam gears?

No... I actually have a set sitting at the shop but have not played with them yet.

[IvanAtSPRacing]

Something you might look into would be the SR uses a greater lobe seperation on the exhaust side.

Are you talking about split duration or advancing the exhaust cam for more seperation. You cant have more seperation on just one side. Seperation is the centerline of the intake versus the exhaust.

[IvanAtSPRacing]

The stock KA internals are near there breaking point when making around 350rwhp as I want to make, right? This is do to the psi of boost needed to make that HP, right? I want a very reliable setup. I don't want to pay to build a motor if I don't have too. But I don't want to have to a few months down the rode either. I have yet to do compression and leakdown tests, so I may still need to rebuild or buy another motor.

What I am curious about is, Will these cams, also lower the amount of boost needed to make that amount of hp on a stock block too? I understand the importance of tuning, but I want to know if these have made 350rwhp much more abtainable on stock internals. I am sorry for my ignorance in this stuff, but I am still learning.

ThanksChad

Chad, I found that the ring lands were breaking at about 400 whp. But thinking about things, its going to be the TQ that actually breaks the ring lands. Cylinder pressures do not go up with HP, they actually go up with TQ.

Think about it this way. Torque is the amount of force your motor is putting out (direct relationship to cylinder pressures). HP is how often it can supply this force. Having the same force more often is not going to change cylinder pressures.

This being the case, I guess that means the HP limit of the KA can change depending on how much TQ you make. Having cams that take away some bottom end TQ and a turbo that spools later could allow for 500 whp on a KA.

To answer your question, yes, you can make more power with these cams than with the stock cams at the same boost level. But hopefully now you realize it is not the boost that hurts the motor, its the cylinder pressure that does.

[paemt6220]

Thanks Everyone.

I don't want to jack this thread anymore but I have a few more questions. Will any of you be willing to talk to me off of NICO, or in another thread about a specific setup?

[Nismo_Freak]

Are you talking about split duration or advancing the exhaust cam for more seperation. You cant have more seperation on just one side. Seperation is the centerline of the intake versus the exhaust.

http://www.tomei-p.co.jp/_2003....html

Very bottom chart.

Disregard the NVCS numbers.

[DRIFTEADOR]

doesn't lobe separation measure the angle difference between intake and exhaust valve peak lift? if so, why would they have different angle grinds for a dohc when you can set the adjustable cam gears (which they also include) and get the same result? split duration is different but that would take a lot of money/time spent on r&d and custom grinds.