electricbta.blogg.se - Ramjet 350 cam

Cylinder Heads (P/N 12528913): Vortec iron 64-cc chambers.

Camshaft Duration in.): 196° intake / 206° exhaust.

Camshaft Type (P/N 14097395): Hydraulic roller.

Pistons (P/N12571703): Hypereutectic aluminum.

Connecting Rods (P/N 10108688): Powdered-metal steel.

Block: Cast-iron with two-bolt main caps.

2nd cam ran an 8.8 77 on a 1.98s 60'.Ĩ9GMCJOHN writes : According to they use 1.5 NOT 1.6's in the ramjet. 1st cam ran a 9.3 76 on a dead hook 2.2x 60'. The single pattern cam also got as much as 4 mpg highway better when it was in MDS (4cylinder)mode. 2nd cam had a very stock like idle and nearly 3 in/hg more vacuum. It ended up being a full 1/2 second quicker in the 1/8 mile.

050 single pattern cam on a wider 114 LSA with 4° advance and it had a 60' time that was nearly 0.2 of a second quicker. With the stock torque converter, 4.56 gears, 32" tall P305/50R20s, BBK shorty headers, stock cats, magnaflow Y and a magnaflow muffler at the time I ran back to back testing in very similar weather conditions.

I also had 2 different cam grinds in my 2006 Hemi Ram when I owned it. On any vehicle with an actual exhaust system that is not designed like a race car exhaust the added overlap will dilute the intake charge at lower rpm like off-idle and part-throttle which will hurt low end torque despite the increased cylinder pressure. Yes tighter LSA builds more cylinder pressure and brings the RPM for peak torque down. I still do not understand your comment with my comment being wrong with the LSA so please express yourself or is LSA a concept you have a poor grasp of?