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#1
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Lunati Voodoo 20510712 282/290 Adv. Hyd Roller
Lunati Voodoo Hyd Roller
Specs are 282/290 Adv. 231/239 @.050 LSA 110 .530/.550 lift @ 1.5 Is anyone running this cam? I was wondering what the idle is like in a 400 or 455 Thanks
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Tim Corcoran |
#2
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In a 455 it's very smooth when setup properly with maybe a hint of cam. Paul C has dynod that cam more than anyone. Contacting him at koerner racing would give you all the details you'd ever need about it.
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#3
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My combo is a 67 LeMans, 400 with a 4" stroke bored to 442ci, I think it's 4.189 bore, ported 6X heads flow 265 cfm @28 on the intake, 9:1 comp, ps, pb, ac, RA/HO exhaust manifolds, TH-400, 3.08 gears mild converter stalls about 2200. I am currently running the Voodoo hyd roller 219/227 custom ground on a 114 LSA. It idles very stable at 850 RPM and 800 in gear and pulls the 3.08's very nice. I love everything about this combo but I know it would make more power with more duration but don't want to sacrifice idle quality, street manners and don't want to mover the power band up too much for the 3.08 gears. If Paul doesn't chime in on this I will send him an email and get his take on it.
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Tim Corcoran |
#4
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'70 TA / 505 cid / same engine but revised ( previous best 10.63 at 127.05 ) Old information here: http://www.hotrod.com/articles/0712p...tiac-trans-am/ Sponsor of the world's fastest Pontiac powered Ford Fairmont (engine) 5.14 at 140 mph (1/8 mile) , true 10.5 tire, stock type suspension https://www.youtube.com/watch?v=qDoJnIP3HgE |
#5
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Quote:
Stan
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Stan Weiss/World Wide Enterprises Offering Performance Software Since 1987 http://www.magneticlynx.com/carfor/carfor.htm David Vizard & Stan Weiss' IOP / Flow / Induction Optimization - Cam Selection Software http://www.magneticlynx.com/DV Download FREE 14 Trial IOP / Flow Software http://www.magneticlynx.com/DV/Flow_..._Day_Trial.php Pontiac Pump Gas List http://www.magneticlynx.com/carfor/pont_gas.htm Using PMD Block and Heads List http://www.magneticlynx.com/carfor/pont_pmd.htm |
#6
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Tim,
Paul no longer posts on PY. Larry has contact information. Side topic: Also I suspect you have followed Paul Carter's positive comments here regarding the topic of a 110 lobe separation. If not, you might discuss the subject with him. Before anyone jumps on the anti 110 LSA band wagon, as a reminder he posted valuable information regarding a Voodoo cam with a 110 lobe separation with very specific information presented on that subject as to why they are much different than other cams, such as the Comp XE lobes. .
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'70 TA / 505 cid / same engine but revised ( previous best 10.63 at 127.05 ) Old information here: http://www.hotrod.com/articles/0712p...tiac-trans-am/ Sponsor of the world's fastest Pontiac powered Ford Fairmont (engine) 5.14 at 140 mph (1/8 mile) , true 10.5 tire, stock type suspension https://www.youtube.com/watch?v=qDoJnIP3HgE Last edited by Steve C.; 02-05-2024 at 11:17 AM. |
#7
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If drivability is one of your primary concerns you could do better than that particular Voodoo cam for how your car is set up. I helped someone with nearly the identical combo, trying to tune it for better street manors. Tons of power, but a pretty rough idle and not great vacuum. IRC…about 12”. To get that cam to idle smooth at 850RPM with 9:1 compression I think it takes either headers and an X pipe, or more compression, all three is best. With the RA manifolds, combined with the 9:1 compression and the 4” stroke the rougher low idle will be pretty noticeable. Stall speed is low on your converter also, it has a lot of mid range power, the 3.08 gears would be fine, but it will not be very speedy up against the converter at first.
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#8
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Quote:
I actually don't remember but I don't think it was that high. My memory is not quite as good as it used to be
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Tim Corcoran |
#9
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Quote:
Thanks. Yes, if I adjust what I get for the new cam to what people have posted then I would get less for this cam. With you present cam you are seeing 145 psi from a cranking compression test. What is your ICL set at? Stan
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Stan Weiss/World Wide Enterprises Offering Performance Software Since 1987 http://www.magneticlynx.com/carfor/carfor.htm David Vizard & Stan Weiss' IOP / Flow / Induction Optimization - Cam Selection Software http://www.magneticlynx.com/DV Download FREE 14 Trial IOP / Flow Software http://www.magneticlynx.com/DV/Flow_..._Day_Trial.php Pontiac Pump Gas List http://www.magneticlynx.com/carfor/pont_gas.htm Using PMD Block and Heads List http://www.magneticlynx.com/carfor/pont_pmd.htm |
#10
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I think I might have a record of that but I am currently in France on business so I can't go out and check my vacuum or look up the where I put the ICL. The number 109 seems to stick in my head but I could be wrong.
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Tim Corcoran |
#11
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Quote:
vacuum at idle 750 RPM is a little over 17 in hg
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Tim Corcoran |
#12
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I am running that cam in my 400. It’s a fairly rough idle.
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#13
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I am so happy with the way the car runs now I think I will stick with the current cam and put 150 shot in it and call it good. I think the current cam should be pretty N20 friendly. Cranking compression of 145 (cold) the N20 should work fine.
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Tim Corcoran |
#14
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I have this cam, idled great at 850rpm and makes from 11-12.5" vacuum. I think it's great for us Street guys since the torque curve is huge until 5500rpm.
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69 GTO Convertible, 4000lbs 462ci, 606tq/569hp - 93 oct @ 34 deg (207psi) 11.7:1, KRE H Ports, Lunati HR 282/290 w Johnson Lifters & 1.65 Scorp, E30, EFI, Holley HP + Dual Sync, 12-1 Crank Trig, 120lb Inj & 1000cfm TB, Torker II EFI Int & Rails, PTC 10", Ricks SS Gas Tank, Magna 4303, Aerom EFI Reg, Aero Front & Wilwood Rear Disc Brakes, Dougs 1 7/8" & Borla Pro XS 3", Alum Rad & Dual Fans, 12:1 Box, UMI Arms & Viking Berz Fr + Rear CO Shocks, Hella UP28 Vac Pump, 12 Bolt, 3.73, 33 Spline |
#15
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Thanks for responding, would you tell me the cubic inches of the motor, the compression and if you have headers or RA/HO exhaust manifolds and the converter? Thanks
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Tim Corcoran |
#16
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You pretty much answered your own questions here.
For every 10 degrees added duration you will need a FULL POINT of compressoin ratio increase to keep idle vacuum, power off idle, and street manners about the same with a cam swap, and that's assuming you aren't going with tighter LSA and adding even more overlap. Considering right now you have a small cam in it on a 114LSA and are only seeing 145lbs cranking pressure a larger cam on a tighter LSA just isn't in the cards here.....IMHO.......
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If you can read this, thank a teacher. If you can read this in English, thank a Veteran! https://cliffshighperformance.com/ 73 Ventura, SOLD 455, 3740lbs, 11.30's at 120mph, 1977 Pontiac Q-jet, HO intake, HEI, 10" converter, 3.42 gears, DOT's, 7.20's at 96mph and still WAY under the roll bar rule. Best ET to date 7.18 at 97MPH (1/8th mile), |
#17
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In my signature are my specs, 462ci, 11.7:1, 10" PTC etc.
I have a thread on the Race section from my engine dyno.
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69 GTO Convertible, 4000lbs 462ci, 606tq/569hp - 93 oct @ 34 deg (207psi) 11.7:1, KRE H Ports, Lunati HR 282/290 w Johnson Lifters & 1.65 Scorp, E30, EFI, Holley HP + Dual Sync, 12-1 Crank Trig, 120lb Inj & 1000cfm TB, Torker II EFI Int & Rails, PTC 10", Ricks SS Gas Tank, Magna 4303, Aerom EFI Reg, Aero Front & Wilwood Rear Disc Brakes, Dougs 1 7/8" & Borla Pro XS 3", Alum Rad & Dual Fans, 12:1 Box, UMI Arms & Viking Berz Fr + Rear CO Shocks, Hella UP28 Vac Pump, 12 Bolt, 3.73, 33 Spline |
#18
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I bought a set of bare C&C'd 78cc SM heads on the black Friday special. I think I will run my current cam for now and enjoy it as but will add some n20. Down the road I will install the SM heads, headers and the 231/239 Voodoo. The SM heads will bump my compression up to a little above 11:1
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Tim Corcoran |
#19
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I believe they were total seal classic plasma moly 1/16 top ring. The instructions give a recommended gap based on bore size. I don't remember for certain what the gap was but let's say the recommended naturally aspirated gap was .024 and the N20 gap was .028 then I would of set it at .026 since a 150 shot is relatively on the small side. I'm confident with my rationale and the gap I selected.
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Tim Corcoran |
#20
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Fair enough, thanks.
Attached is the gap sheet, and based on a 4.189 bore: Standard -.019 Up to 150 Shot - .023 150 -300 Shot - .027 So halfway on the 'up to 150' would be .021, and if using the 150-300, would be .023 . Not a big difference. Might still want to not go a full 150 shot with the halfway of 'up to 150', just personal opinion. You could do a 75-125 fixed shot system, and you might not have to pull timing either. That would certainly be safe. Anything else would have a minor risk. I think the 100/125 shot systems are 1-solenoid only, no fuel solenoid, so you would have to jet-up on the secondary side, which can be a little bit of a dance (spray/no-spray tuning), but not too bad. I used the 150-300 on my builds, never saw evidence of ring butt on teardowns. With iron heads on a 175-225 shot I wouldn't pull any timing (small displacement type builds) and was fine going by the plugs. On 250-300 pills, I would pull 2-4 degrees. (Just personal experience). General rule of thumb is 2 degrees per 50 shot is safe. But that never worked for me and creeped up on going no retard. Just thought I would share, as an example. I still have graphs and charts I made as I did testing, could dig that up sometime. .
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. 1970 GTO Judge Tribute Pro-Tour Project 535 IA2 http://forums.maxperformanceinc.com/...d.php?t=760624 1971 Trans Am 463, 315cfm E-head Sniper XFlow EFI, TKO600 extreme, 9", GW suspension, Baer brakes, pro tour car https://forums.maxperformanceinc.com...ght=procharger Theme Song: http://www.youtube.com/watch?v=7zKAS...ature=youtu.be |
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