Latest Dyno Run
 

http://i163.photobucket.com/albums/t...k/scan0001.jpg

My rpm guage must be off because in the car i only turned 6300 both times...

Dynocom dyno

O and 16psi first run 18psi second 93 octane

http://i163.photobucket.com/albums/t...k/scan0001.jpg


Thanks KDM!!

WOW!! that's a beast mad props!! your tbi was able to handle that? can you give us little more information if you don't mind me asking. what compression ratio you running your making mad power/torque. What turbo is that? thanks

Impressive numbers for the much underated tbi.

looks like you were running pretty lean.

Thanks guys my wide band in the car and the wide band in the exhaust were both reading 11.1-1 at lower rpms then started to hit 12-1 at 5600 rpms.

Mod List:
Exhaust side:
Garrett GT3071R .63ar exhaust
Custom Equal length tubular exhaust manifold
full 3 inch exhaust
Tial Wastegate dumped

Head:
Custom Snyder cam
oversized valves
port matching to exhaust and intake(no head porting)
ARP head studs

Block:
.30 over
Wesco Pistons
Race prepped rods
Completely Balanced rotating assembly
Blueprinted by myself and my dad

Completely stock intake manifold and throttle body
850 and 1050 injectors
Aeromotive FPR
walbro fuel pump 255
MAFT with Gm mass(custom run piping down into the bottom corner of the radiator support)
KDM full 2 1/4 hardpipes
stock intercooler
HKS BOV

Your Fijji is really clean, nice job on that motor was that all you or or did kelly have a little something to do with it?

Dyno Results
 

Hey Guys, I have been asked to share some information about the cam and issues we had with it so here it is.

There is nothing that outstanding about the cam specs. It has 114 degrees lobe separation a couple degrees more duration with the exhaust having a little less lift than the intake { (no more than 274 lift), I don’t have the card in front of me this is from memory}. Which is a result of the regrind issues, I will explain later. The big difference is the amount of lift and duration from the 50 mark opening to the 50 mark closing where you check it for degreeing. This basically tells you the valve is open with a more aggressive ramp, equating to more duration per percentage of lift. Anyone who has done any research on cam profiles knows this is good but you have to be careful with flat tappets, roller rockers can do more.

Now for the issues: While trying to degree the cam I noticed a sizable difference in valve closure between #1 and #4 at the .050 check point and at closure, (base circle). After investigating I found the base circle to be very inconsistent from one set of valves, intake and exhaust, to the next. (To the tune of about 12 degrees at .050 lift and, only 20 to 30 degrees rotation prior to valve opening that the base circle was, in fact, ZERO) That doesn’t sound like much but when you only set the valve lash to .008 it has a tremendous effect on when the valve is fully closed.

Now, try to explain that to Mr. Snyder over the phone and he thinks you are an idiot, to say the least. I told him I was sending it back for them to check and correct. Low and Behold,,,, I wasn’t such an idiot after all!!! Got a call from Snyder’s son and he confirmed my findings and agreed to fix it but it would end up with a little less lift than I had originally ask for. Hence the smaller numbers. I would not duplicate this cam for that reason. It would be better with more lift.
Therefore, if you deal with Snyder on anything custom, be sure and emphasize quality control and a good base circle.

Now for the second attempt at degreeing the cam. It still had approximately .004 to .005 difference in base circle (valve fully closed) numbers but was able to get the degree numbers close enough for me to be comfortable with the results.

The cam is degreed in at 110 verses the card recommendation of 112. The 2 degree difference actually advances the cam and if my memory serves me correct, would explain the Dyno graph showing very good low to mid range power sacrificing top end.

Now back to the good numbers from the Dyno.

If you do the math these numbers sound high because we are not injecting enough fuel to produce that kind of number. But I do think we are close, somewhere in the 5 to 10% range, around 310 to 320 hp if you factor in the fuel pressure, the primary injector, which is 10% larger than advertised, an 8:1 piston and my cylinder head and intake work with Bluecook’s recipe for results!!!

RG

Bluecook
 

Bluecook is my son on the other site he is hugoflounder on here I believe.
I have no Idea where it came from but I think it has something to do with the color of his car.
RG

Where is the latest dyno run @355rwhp? Nice

How is your spool time with gt307?

How's the spool time with your gt307?

Great #'s. And I have never been fond of the Snyder cams as is why Chris Viper decided enough was enough and we decided Snyder cams were for playing around not performance.
Chris Viper has created one of the Best TBI cams to date (#'s are not published)
Trilogy sells them regrind cams for $150+shipping from Snyder. There is a place here locally that will regrind your cam for $35 to the specs you supply. But still regrinds are not good.

Wow ... Those are some incredible numbers from a TBI setup!
Congratulations!!