Comp Cams #111-000-10

Wow! This thing has been for sale for like 3 weeks and really no bites...the second I make a guy a smokin deal on the package....buyers come out of the woodworks...ill let yall who are interested know if the sale doesn't go thru...but I'm pretty sure the package is sold.
 
It's long gone unless you pay full asking price and then I'll let someone else take it unless that happens I'm keepin my smokin deal. If he can make full price I would rather he make his money back. Than get a smokin deal. So yes it is sold. Not shipped yet but offer original asking price or close too it and I'll back out so he can make some money back. But ya better hurry because it will be shipped soon
 
Last edited:
SRT10VENOMOUS said:
It's long gone unless you pay full asking price and then I'll let someone else take it unless that happens I'm keepin my smokin deal. If he can make full price I would rather he make his money back. Than get a smokin deal. So yes it is sold. Not shipped yet but offer original asking price or close too it and I'll back out so he can make some money back. But ya better hurry because it will be shipped soon
Click to expand...






what he said!
 
UPDATE

I spoke with my builder and he already ordered my cam which I did not know about so apparently I now have one. So this is back up for grabs.. and I also spoke with the guy who designed this cam and it is a insane cam will really pump out the extra hp and sound amazing..


Good luck..

Thanks for your time and your generosity Fastlane.
 
Boosted motors (Supercharged or Turboed) like a cam with 114 degrees of lobe seperation on a 114 intake centerline with no more than 8-10 degrees of overlap at .050". Any more overlap than this and you will loose some of the boost out the exhaust. A nitrous cam is very similar in design.

Overlap on a NA motor is good as it uses the exhaust pulses to pull the intake charge into the cyl.

A boosted or nitroused motor does not rely on the exhaust pulses to help fill the cyl, it uses boost/pressure to help fill the cyl so overlap is bad, as you need to trap the pressure in the cyl.

Overlap is when the exhaust and intake valves are open at the same time.

That is why dual pattern camshafts work so well on boosted motors, more exhaust duration (about 10-16) than intake duration. This allows the cyl to more effectively empty of the burned gasses.

The more overlap the lumpier the idle will be with less intake manifold vacuum at idle.

That is why big turboed motors idle decently compared to a big NA motor that goes rumpety rump.

Also a boosted or nitroused motor needs a big free flowing exhaust system. A big short primary header tube is best for this unless you go to a stepped header mergeed collector rotational firing header. That is why you see no collectors on a big high HP boosted race motor. The sole purpose of the header is to get the exhaust away form the head, it is not used for scavenging or velocity as in a NA motor. These motors also usually operate a very high RPMs and seldome see slow speeds.

The valve springs in a boosted or nitroused motor need to be upgraded as they to need have more closed seat pressure than a NA motor. This keeps the increased cyl pressures generated from "blowing the valve off the seat" when closed. Inadequate valve spring pressure will cause a loss in HP and premature failure of the valve seat and valve face surfaces. It can also lead to "valve float" which in many cases can lead to catastrophic engine failure. It is very important to properly match the valve train (lifter, pushrod, rocker, valve, spring and retainers) to the camshaft and the intended RPM operating range and usage. It is also important to use the proper valve material and the proper valve seat material. Valve springs also wear out on higher HP/RPM motors much faster than a stock motor and should be checked at regular intervals for proper tension.

Camshaft and valve train selection is hot mysterious, rocket science or a black art but careful consideration of the ultimate goal and what is necessary to achieve this goal. As with everything else the camshaft and valve train is a part of an overall combination that starts with a goal and then an assembelage of componants to achieve that goal.

If you are not sure about choosing a camshaft and assorted components look to an experianced expert for help. The correct selection can mean many miles/hours/runs of pleasure or the wrong a miserable, expensive and frustrating experiance.

If you are not sure as for help and listen.
 
FSTJACK said:
Boosted motors (Supercharged or Turboed) like a cam with 114 degrees of lobe seperation on a 114 intake centerline with no more than 8-10 degrees of overlap at .050". Any more overlap than this and you will loose some of the boost out the exhaust. A nitrous cam is very similar in design.

Overlap on a NA motor is good as it uses the exhaust pulses to pull the intake charge into the cyl.

A boosted or nitroused motor does not rely on the exhaust pulses to help fill the cyl, it uses boost/pressure to help fill the cyl so overlap is bad, as you need to trap the pressure in the cyl.

Overlap is when the exhaust and intake valves are open at the same time.

That is why dual pattern camshafts work so well on boosted motors, more exhaust duration (about 10-16) than intake duration. This allows the cyl to more effectively empty of the burned gasses.

The more overlap the lumpier the idle will be with less intake manifold vacuum at idle.

That is why big turboed motors idle decently compared to a big NA motor that goes rumpety rump.

Also a boosted or nitroused motor needs a big free flowing exhaust system. A big short primary header tube is best for this unless you go to a stepped header mergeed collector rotational firing header. That is why you see no collectors on a big high HP boosted race motor. The sole purpose of the header is to get the exhaust away form the head, it is not used for scavenging or velocity as in a NA motor. These motors also usually operate a very high RPMs and seldome see slow speeds.

The valve springs in a boosted or nitroused motor need to be upgraded as they to need have more closed seat pressure than a NA motor. This keeps the increased cyl pressures generated from "blowing the valve off the seat" when closed. Inadequate valve spring pressure will cause a loss in HP and premature failure of the valve seat and valve face surfaces. It can also lead to "valve float" which in many cases can lead to catastrophic engine failure. It is very important to properly match the valve train (lifter, pushrod, rocker, valve, spring and retainers) to the camshaft and the intended RPM operating range and usage. It is also important to use the proper valve material and the proper valve seat material. Valve springs also wear out on higher HP/RPM motors much faster than a stock motor and should be checked at regular intervals for proper tension.

Camshaft and valve train selection is hot mysterious, rocket science or a black art but careful consideration of the ultimate goal and what is necessary to achieve this goal. As with everything else the camshaft and valve train is a part of an overall combination that starts with a goal and then an assembelage of componants to achieve that goal.

If you are not sure about choosing a camshaft and assorted components look to an experianced expert for help. The correct selection can mean many miles/hours/runs of pleasure or the wrong a miserable, expensive and frustrating experiance.

If you are not sure as for help and listen.
Click to expand...

Very informative, thanks alot. I think I understand a little better know, and when you think about it, it all kinda makes sense.:rock:
 
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