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To be fair, that's a bit of a misquote. My estimated 360whp limit right now is fueling related because I'm lacking a decent number of significant parts for PI. My target has always been 450whp...but ONLY because that's what CS advertised as the limit for their turbo. But now that I'm down...

The only way I can convince myself that it's not a crazy idea to upsize the valves is that I would be using all new valves anyways and it's not much more to get the larger valves. And what's a little more grinding to open up the valve seats when I'm already in there doing bowl work? The need to...

That's what I'm saying. Larger cams and some mild port work will increase flow...which will lower my boost since the turbo is already nearly maxed out. My 3-port WGDC at 6500 is 90%+ trying to hold 28psi.

Since you can theoretically push the IVC event later with more boost...I'm now curious if the simulator will show similar results with and without full VVT advance. If VVT top end HP is still higher than non-VVT, the difference should be less...in theory. As stated several posts ago, I...

That's my bad. You posted a grind that was "close to your current grind but with a lot more lift". So I shouldn't have been referencing values as "your grind" when they aren't.

Comparing our grinds, it seems you are running a lot more overlap than i am (22deg more in fact). Although you did say your grind has some VVT built in...as evidence by your cam being 10 degrees more advanced than mine (or is mine retarded...no pun intended). I was trying to keep overlap to a...

I'm leaning towards the CS cam dyno numbers were based on a boost tune, not load tune. Because you'll notice in the attached shot of SP63 tests show similar "weak" gains with all the cams tested and they show boost being the same for all pulls. It seems quite strange to add that much duration...

I will inquire with supertech what their valves weigh, both intake (nitrided 35mm and 37.5mm) and exhaust (inconel 30mm and 32mm). Perhaps we can compare to the stock valves. If the smaller inconel valves weigh the same or less than the larger nitrided intake valves, then there won't be an issue...

35/30 is correct for stock. I was wanting to do a full rebuild on my head anyways, so I am strongly considering bumping the exhaust valves to 32mm. The additional cost of the valves themselves (32 vs 30) isn't bad at about $80 more for the set, but the machine work required to make them fit in...

I didn't figure increasing the exhaust valve size would cause a shrouding issue when it would still be 3mm smaller than the intake valve.

Thanks for plugging away at those number for me. I plan to run +2mm exhaust valves with port work to accommodate them to get more exhaust flow. My split duration of 8deg is less aggressive than stock (16deg) to be more balanced flow of exhaust vs intake (your grind has no split with equal...

ya, obviously adding in VVT would bring up the low-mid range. my grind with full VVT IVO 38 BTDC (0.005} / 18 BTDC (0.050) IVC 26 ABDC (0.050) / 46 ABDC (0.005) Centerline 106.5

i wonder if it's the 120deg lobe separation angle that making mine look so off. stock and piper are 115deg, yours is 111deg. a wider LSA supposedly makes a flatter power band and should make more top end power on boosted engines due to reduced overlap. while my grind does have more overlap than...

ewww. that looks like garbage. not sure how though. it's basically a de-tuned Piper S2, but more aggressive than CS cams.

Revived from the dead. I've been talking with Kelford on a custom grind cam set. I pretty much came up with my own specs after doing some reading and I'm curious how it plots on the simulator you're using. Intake Cam 224 @ .050, Total Duration 264 Lift .413, 124deg Lobe C/L @ .050: IVO 12 ATDC...

My build: keyed by SP63, pinned by me. The keying on mine was slightly off too. Sensor fully seated to one side was almost perfect alignment. I figure it's off by about 1 degree.

Alternator assembly. Bolts 3 & 4 Should be in-lbs, not ft-lbs.

Since OE is draw-through, I'm guessing you mean blow-thru? I don't believe there should be any temperature calibration unless you changed the sensor.

I'm sure there is a situation where the ECU will stop making that "correction" or maybe even increase that correction. Then you are left with an overly rich mixture, which isn't too terribly bad, OR ZZB from a lean mixture.