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.... What do you guys think is a good camshaft for bottom end and passing grunt for the 22re with a free flowing air filter and headers with turbo exhaust? I would also like to ad it needs to work well with the stock eco. Thanks
With the stock ECU I'd say look for a cam with close to stock duration with a deal more lift, the stock ECU seems to not like much change. The higher lift would act to give a better torque output. A little more duration will come along with the increased lift extending the powerband a bit as well. Might consider relocating your battery so the AFM can take it's place. Moving the AFM will get the air ducting away from the hot radiator and get rid of that odd shaped restrictive intake duct. Cooler air and better flow will always help out. Best bet for better passing is to match your gearing to the tire size though. Information not given on your truck was the gearing. Biggest power killer is bigger tires on stock gears.
..... What do you guys think is a good camshaft for bottom end and passing grunt for the 22re with a free flowing air filter and headers with turbo exhaust? I would also like to ad it needs to work well with the stock eco. Thanks
get the cam profile on his cam
You'd be surprised how much there is to be gained with moving the AFM.
I'd like the Schneider 244/50 if the in take and exhaust profiles were reversed. I believe it would do better for low end grunt. After the headers open the exhaust to 2 1/4", including the cat, and play with the fuel pressure a bit. I had a cam from a shop called "the Toy Store". I used a cam that had specs close to the Schneider 244/50 reversed. did really well on an otherwise unmodified engine and perked up quite a bit with exhaust mods.That was a 20R though without any carb tuning, '75 Celica.
Do you mean swapping the lift and duration between the intake numbers and exhaust numbers?Gnarls.
You do it when the exhaust side flows better than the intake (in comparison to chevy motors which cam companies tend to base ALL their cams on)
I'd like the Schneider 244/50 if the in take and exhaust profiles were reversed. I believe it would do better for low end grunt.
Maybe another thread is needed for this next thought, cam gross lift relation to valve size. There is a point where lift becomes excessive and can actually be detrimental to port flow by introducing restrictive eddys and turbulence.
So... the numbers that are posted in the comparison clearly show that there is LOWER torque and HP below 3,000 RPM when the duration numbers are swapped in the Scheider cam. Am I missing something? Gnarls.
I haven't seen the spreadsheet you did, my computer won't open it for some reason. I will say this though, you can't always trust the numbers. There's always something that can send you back to the chalkboard. What parameters did you use? Stock? Modified? Total intake/exhaust flow or just port flow numbers? Bore, stroke, displacement, compression I'm sure, but I haven't seen the spreadsheet. Not being a richard, just wondering.
I'd kick the timing(cam) about 3* advanced, should drop the peaks 200rpm and reduce that low RPM split.
How would you feel about punching in the numbers from the Schneider 250-260F stock and swapped? I have one of those on my shelf. Would be for EFI so the 112 LC would be the spec to use there.
So, looking at the numbers on your spreadsheet, I believe the Schneider cam with the swapped numbers would make a better cam. At least with my use it would be better. From 1000rpm to 1300rpm less than a 4lbft difference and then from there to 2400rpm about a 2lbft difference both in favor of the unswapped spec. At 2400 things start getting interesting as the numbers are equal to 2600rpm and then the swapped cam starts to overtake the stock specs and doesn't back down, keeping ahead of the stock spec cam for the remainder of the run. The swapped cam would be a better overall use cam. the stocker would do better for a truck that spends most of it's time crawling from idle to just off idle. My truck spends an inordinate amount of time on the highway. Either way, I'd say most travel is done above 2500rpm. I'd be happy to sacrifice that little bit under 2400rpm.
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