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Old 03-18-2021, 12:41 PM
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Lee Lee is offline
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Join Date: Dec 1999
Location: Crosby, TX (East of Houston)/Texas/USA
Posts: 2,054
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Quote:
Originally Posted by Steve C. View Post
Summary

The most important cam design parameters are the four timing events or equivalently the advance, intake and exhaust duration and lobe separation angle.

Once the four timing parameters are established, the cam should be designed for maximum lift

A quick opening and closing cam will provide better low end performance than one that is slower opening.

The trick is to know what values to use for the timing parameters. Although we know general ranges of values and trends, the timing numbers must be established from performance experience.

A discussion of camshaft terminology, camshaft performance, lobe design methods and valve train dynamics:

http://tildentechnologies.com/Cams/CamPerformance.html

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I guess I'll just keep on designing cams "wrong" and totally ignoring what the LSA is, until it is time to order the camshaft :-)

The ONLY thing important about LSA, to me, is that it provides an easily understandable method for the cam grinder to position the lobes where I want them.

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'73 T/A (clone). Low budget stock headed 8.3:1 455, 222/242 116lsa .443/.435 cam. FAST Sportsman EFI, 315rwhp/385rwtq on 87 octane. 13.12 @103.2, 1.91 60'.

'67 Firebird [sold], ; 11.27 @ 119.61, 7.167 @ 96.07, with UD 280/280 (108LSA/ 109 ICL)solid cam. [1.537, 7.233 @93.61, 11.46 @ 115.4 w/ old UD 288/296 108 hydraulic cam] Feb '05 HPP, home-ported "16" D-ports, dished pistons (pump gas only), 3.42 gears, 275/60 DR's, 750DP, T2, full exhaust

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