Don't forget the cost to clean up your heads, reassemble them onto the shortblock, and time everything together.
Rebuilds aren't cheap at all....
Rebuilds aren't cheap at all....
That compression is better in a turbo or centrifugal blower.
In a PD blower...............not so much.
That is a pretty general statement.
Depending on power goals, IAT's, and octane level, that argument can be 100% correct or 100% false.
Most of the time, 9.5:1 is an excellent C/R for a PD Blower combo.
Maybe you are saying it isn't enough C/R? Considering how well a Coyote 5L does with only 14PSI with a PD Blower, maybe that's what you're trying to say. :dw:
Great. I completely disagree with you.
But if you want to recommend bad info, thats all on you.
You don't have to change the cams. Big power can be made on stock cams, but it is not as efficient, nor is it as "easy" on the engine.
Aftermarket cams have a more benefits than just adding some power. Since we are talking boost...you can effectively lower the DCR. The longer duration on the cams, the longer the intake valve takes to close....the lower the "running" compression will be on the engine.
If you want to learn more, just Google "Static Compression Dynamic Compression"
What do you mean when you say stock cams are "not as efficient, nor is it easy on the engine"? This sounds backwards!
Aftermarket cams tend to benefit an NA engine more because they struggle to fill the cylinders. Achieving 200% volumetric efficiency on a supercharged engine is just a pulley swap away. Terminators can make big power on stock cams where an upgrade here is a very expensive way to gain a little more power at the sacrifice of fuel economy and emissions. Most people main reason for wanting radical cams is for the "lope".
To the OP:
Very few people swap out their cams in this engine. The OEM cams has a milder ramp for better valve control at higher rpm's, you will get good gas mileage and the car will pass emissions. The blower can pack more charge into the cylinder then it can handle anyhow. What I would do is get a set of springs with higher seat pressure than the 62 lb OEM springs and a set of steel retainers for an added measure of safety. Anything beyond that will get expensive and most likely won't yield any significant advantage for a car driven on the street.
SlowSVT.
Have you seen someone swap to larger cams, and gain HP without changing the pulley to re-coop the boost loss? I have.
Have you seen someone swap to larger cams, and compensate for boost with a pulley change?
Remember, if you want to see true numbers....you must run the same exact boost. one pound of boost can be tremendous, in comparison tests.
As for your comment about efficient. What is more efficient, 500rwhp with 16psi.....or 497rwhp with 13 psi?
As for the n/a comparison. I have seen a 20rwhp increase on NON S/C 4V with the addition of 1996 Cobra intake cams...and a 20rwhp increase on a 2003 Cobra with the same cams. And that is just a 20 degree bump in duration on the intake side only.
Here are some results to ponder:
03-04 Mach 1 Engine (same as cobra, except 10.1:1)
Stock Engine + Supporting Mods + Eaton 3.4 Pulley (10 PSI)
18 Degrees Timing
458rwhp / 421rwtq
Same Combo, with Comp 106100 Cams (7.5PSI)
13 Degrees Timing
455rwhp / 426rwtq
Perfect example of what I am getting at.
An 8.5:1 Terminator engine is easily capable of making close to 600 hp running pump gas on boost alone.
The 96 Cobra cams seem to be all the rage. Are there any real comparative test results under controlled conditions available? They are not a radical departure from the OEM Terminator cams and the Ford GT cams with higher lift don't appear to offer much improvement.
And the numbers I posted would be even more biased if speaking 600rwhp :rolling: