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Saturday, 25 June 2011
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Camshaft development
![A picture named DSC_3644 [640x480].JPG](http://www.comeracing.com/weblog/images/2011/06/25/DSC_3644%20[640x480].JPG)
Ongoing testing is really the only way to develop the latest in performance camshafts and engine combinations. We've recently done extensive testing of our latest cam grinds in both LS Chevy and Holden V8 engines. The most important developments in the LS engine area has been the application of our newest "hi lift" LS profiles to the big port headed LS type engines, with great success.
When using the big square port factory heads (L76, L98, LS3 etc.) particularly in stroker combinations our hi lift cam versions consistently made up to 10% more power and torque than equivalent lower lift cams with similar and in some cases higher durations. The full utilisation of the high lift flowing factory square port heads is achieved using our hi lift camshaft range in these LS engines.
With our Holden V8 testing, in particular on stroker combinations fitted with our latest VN style alloy heads. The overriding message is one of keeping cam profiles smaller in duration than one would normally expect to need to make the power and torque being made. As has been the main temptation for engine builders over the years...fit one size bigger cam just to be sure we make the power! A whole rethink is required when using such an efficient cylinder head as our latest alloy versions.
The cam business is something we take very seriously, since in reality if you get that component wrong your whole engine combination will suffer. We are in the business of supplying engine combinations that work because we've probably tested more possibilities than anyone in Australia when it comes to the Holden V8 and LS Chev V8.
Think about this when you are buying "a combination" of parts you really want to have work properly to maximise your engine buildup.
9:08:06 AM 
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