Waaaaaaaaaaaaa Waaaaaaaaaaaaaaaaaaa Waaaaaaaaaaaaaaaaa.
Move the thread, there's a debate....
Waaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaa aaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaa
I think my posts have been about as nice as they could be, considering the amount of bashing on this thread before I entered, and the direct attacks on me with no facts to back it up afterwards. Maybe you'd all like to keep in mind somebody is going to be spending their HARD EARNED dollars on these modifications? One of the things that gets me angry is the idea people without a clue will come in and start babbling about stuff they don't know, and sway somebody to spend what little money they have in an area that won't help them. I know I've been guilty of knowing less than I thought, particularily in camshafts more than once. After feeling like an idiot, I took the time to research camshafts, and how they work. You know what? I still don't consider myself an expert on them because there is SOOO much to know about them. They are the most complicated part of an engine, hands down. Changes in advertised duration, lift, lobe centerline, lobe seperation angle, duration at .050, ramp rates, and other factors all can heavily influence how a camshaft makes power. I like to use the B303 with 1.7:1's against the F303 as a comparison. Layman's specs. .510"/.510" 226*/226* (guesstimate due to the 1.7s increasing duration at .050, but NOT advertised) LSA 112. F303 .512"/.512" 226*/226* LSA 114. Now, those cams should perform the same, right? What seem to be minor differences make big differences when you add a supercharger.
Mach 1, I agree with the LSA being too narrow for the AOD as a general rule. The LCA is what saves the cam. It doens't have a lot of real low end, that much I will give you. It people want real good low end power, the stock HO cam is actually pretty darn good, not to mention it delivers excellent fuel efficiency. I don't think the LSA is the only culprit on the idle problem, but it's certainly a contributing factor. The E303 isn't real great at making idle vacuum, which is a common problem for a cam with an LSA of 110. I think the problem is compounded by the LCA being uneven. exgmguy found creating a vacuum leak solved his idle woe's, which makes me think the offset LCA may be causing a somewhat inconsistant vacuum reading at idle, which would play with the computer. Again, it's just speculation on my part. The E303's ramp rate is pretty slow, which means the actual overlap doesn't cover a ton of area of the valve lift. That benefits it as far as keeping vacuum, and the advanced intake timing allows cylinder pressure to stay up. An LSA of 110 should probably be associated with a 2500-6500rpm cam or so. The E303's weirdness factors allow it to usually make power at 2000-5500 or so.
Also, I don't think 500rwhp or 600 crank hp with a supercharged 302 is anything to sneeze at. The rest of the combo might have made 350hp for Dan or Nic. Supercharger boost was about 9psi, non-intercooled. So they were picking up 250hp from 9psi. That's a serious gain. Is the E303 the BEST supercharger cam? LOL, heck no, but it does a dang good job considering it's a multi role camshaft.
The XE cams you favor are good at creating vacuum, and their design isn't really lacking, except I don't feel they are very efficient at how they go about making their power. Still, if you're upgrading the valvetrain, and you're willing to maybe lose a little bit of top end compared with other cams, along with probably a little fuel economy from the cam working so hard, the XE line is a way to cheat conventional camshaft technology by keeping good low end and making solid power above the stock cams capability.
|