who makes good b18b1 ls cams?
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Joined: Sep 2006
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Originally posted by Cronic
The LS motor wasn't made to be a rev monster. It shouldn't be rated as one which is what your doing. It's job is to make power lower in the RPM band. You're also looking at peak power... look at the power across the band. Those cams are very good.
The LS motor wasn't made to be a rev monster. It shouldn't be rated as one which is what your doing. It's job is to make power lower in the RPM band. You're also looking at peak power... look at the power across the band. Those cams are very good.
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Joined: Jan 2003
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I personally had crane 0012 cams in my b18b without a revlimitter. I noticed loss of power after 7400 rpms.
I highly recommend the cams for the $375 investment if you plan on staying all motor ls without bottom end work etc...
I highly recommend the cams for the $375 investment if you plan on staying all motor ls without bottom end work etc...
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Authorized Dealer & Tuner for: Hondata, eCtune, Neptune, AEM, Crome, Precision Turbo, Omni Power, Walbro, Innovate & more. Dyno Tuning Services, Ecu Chipping, Chipped Ecus, Conversion Harnesses, Widebands, Fuel Injectors, Fuel Pumps, Map Sensors & more.
For more information visit http://www.Phearable.net or call 1-888-236-9831
Tetris on a stick
Joined: Apr 2001
Posts: 389
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when i was running the jrsc on 8psi, we got pulls to and past 8k on my LS witht he crowers. initially i ran the stock ecu, but then idle and fueling problems led me to hondata.
see originally the pulls with the m45 (and nothing else) indicated peak power at redline, so it was assumed that it would build power for at least a couple hundred rpm past that. after the motor rebuild which included higher comp pistons and 403's with valvetrain, the car of course was noticebly stronger. hondata was also the only company at the time that could break the rev limit on an LS ecu. my heart was pounding the first time i broke 7200. the initial red line on the hondata stage 1/2/3 was for 8k. the first dyno pull showed hp increasing all the way to and assumably past 8k.
now everyone will just say thats because it had an sc on it, but without the much greater lift and duration power would never have made it there. the problem became too much duration, and i changed out for a 402 intake cam, but kept the 403 exhaust. this netted -1 peak hp at 8400, but gained 15 lbs in the bottom-midrange.
after my discussions with brian c about this, mysteriously crower started offering a 'turbo' grind... almost on spec with the info i gave him for lift and duration.
the main advantage of the valvetrain was to help push past the 7500 rpm ls breaking point... and that i wanted the motor to last for a while. i made several passes at bmp shifting at 9k. there was no power to be realized beyond that due to the inefficiency of the m45 at such high speeds.
this extra 2k (7k-9k) redline along with amotor to take advantage of it allowed me to keep in lower gears for higher speeds (about 108 in 3rd) and shaved a half second from my et... and it was always funny to keep walking when others are shifting.
check out my gallery for a couple charts, these were during tuning and constant modifications... as far as i can remember i think the final numbers were around 200/165, with tq over 150 from 3k-7k.
at some point i will have vapor do a pull as the car is now, only pistons and cams left in it.
see originally the pulls with the m45 (and nothing else) indicated peak power at redline, so it was assumed that it would build power for at least a couple hundred rpm past that. after the motor rebuild which included higher comp pistons and 403's with valvetrain, the car of course was noticebly stronger. hondata was also the only company at the time that could break the rev limit on an LS ecu. my heart was pounding the first time i broke 7200. the initial red line on the hondata stage 1/2/3 was for 8k. the first dyno pull showed hp increasing all the way to and assumably past 8k.
now everyone will just say thats because it had an sc on it, but without the much greater lift and duration power would never have made it there. the problem became too much duration, and i changed out for a 402 intake cam, but kept the 403 exhaust. this netted -1 peak hp at 8400, but gained 15 lbs in the bottom-midrange.
after my discussions with brian c about this, mysteriously crower started offering a 'turbo' grind... almost on spec with the info i gave him for lift and duration.
the main advantage of the valvetrain was to help push past the 7500 rpm ls breaking point... and that i wanted the motor to last for a while. i made several passes at bmp shifting at 9k. there was no power to be realized beyond that due to the inefficiency of the m45 at such high speeds.
this extra 2k (7k-9k) redline along with amotor to take advantage of it allowed me to keep in lower gears for higher speeds (about 108 in 3rd) and shaved a half second from my et... and it was always funny to keep walking when others are shifting.
check out my gallery for a couple charts, these were during tuning and constant modifications... as far as i can remember i think the final numbers were around 200/165, with tq over 150 from 3k-7k.
at some point i will have vapor do a pull as the car is now, only pistons and cams left in it.
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Eat a live toad every morning, and that will be the worst thing to happen every day.
Eat a live toad every morning, and that will be the worst thing to happen every day.
Tetris on a stick
Joined: Apr 2001
Posts: 389
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hmm, having trbl with gallery, let me try this here
this chart was my basline stock with blower vs after rebuild with blower
this chart was my basline stock with blower vs after rebuild with blower
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Eat a live toad every morning, and that will be the worst thing to happen every day.
Eat a live toad every morning, and that will be the worst thing to happen every day.
