Guest crawfoth Posted October 30, 2002 Share Posted October 30, 2002 Just a quick question. What is the best all around cam that I can put on an L6 for good top and bottom end acceleration? Other mods on the car are going to be better injectors (not sure what to go with yet), headers, dualed (y) exhaust, k & n airfilter with a little more work on the intake. Any help on exactly what to go with for the injectors and the rest of this junk would also be appreciated. Quote Link to comment Share on other sites More sharing options...
johnc Posted October 31, 2002 Share Posted October 31, 2002 The stock cam would be the best for a good combination of bottom, mid, and top end power. And with the stock cam, bigger injectors won't help. Quote Link to comment Share on other sites More sharing options...
Guest crawfoth Posted October 31, 2002 Share Posted October 31, 2002 Thanks for the advise. I think that I am probably going to go with a "midrange" cam for 2 to 6000 rpm. At least I think that is what the guy I was talking to about it says. I have a question on the injectors though. I was told that without doing a rather expensive mod on the computer, I could not go with any injectors except the stock specs. Is that true? Quote Link to comment Share on other sites More sharing options...
Jason81NA,82RBtt Posted November 1, 2002 Share Posted November 1, 2002 Get a adjustable fuel pressure regulator. This similar to getting larger injectors, but is adjustable. If you happened to get too big of injectors then you car will most likey not idle and foul the plugs within seconds. good luck Jason Quote Link to comment Share on other sites More sharing options...
katman Posted November 1, 2002 Share Posted November 1, 2002 Originally posted by 80280:Thanks for the advise. I think that I am probably going to go with a "midrange" cam for 2 to 6000 rpm. At least I think that is what the guy I was talking to about it says. Unlikely that any aftermarket cam is really going to beat the stock one over 2-6000 rpm, that's just too big a range for most "performance" cams. Without elaborate head work and increased compression to go with it, its also unlikely any cam will get you more than 10-12 hp, and with some loss of driveability. The original engineers just weren't that dumb. Quote Link to comment Share on other sites More sharing options...
yo2001 Posted November 1, 2002 Share Posted November 1, 2002 Cam and compression goes together IMO. I personally did a cam first(274/480 from MSA) and the car does run faster than stock. I say couple tenth in 1/4 mi) Then, I dumped the compression but 2 points (from stock) and gain 4 tenth. and 3mph. (well, I did a small work on the head and intake etc) So the stock head will flow more with more duration and lift. don't go too big of cam and you'll might have some problem like an idle. Quote Link to comment Share on other sites More sharing options...
johnc Posted November 1, 2002 Share Posted November 1, 2002 Always remember, stock piston, cam, head, intake, and carburated L24 ITS engines are making close to 200hp at the crank and 170 to 175 rear wheel horsepower. Preparation, preparation, preparation! Just slapping parts on a motor doesn't cut it. Quote Link to comment Share on other sites More sharing options...
yo2001 Posted November 1, 2002 Share Posted November 1, 2002 Originally posted by johnc:Preparation, preparation, preparation! Just slapping parts on a motor doesn't cut it. Quote Link to comment Share on other sites More sharing options...
Mudge Posted November 2, 2002 Share Posted November 2, 2002 John, what kind of mods to make that kind of power? I figured improve the air intake, and exaust first, and then probably slap a small cam on there and change the jets on the carbs if needed... Quote Link to comment Share on other sites More sharing options...
johnc Posted November 4, 2002 Share Posted November 4, 2002 > John, what kind of mods to make that kind of > power? If you're referring to the ITS prepared L24, the SCCA Improved Touring rules limit modificattions to: 1. Head milling to the max specified by the manufacturer. 2. Compression ratio 1 point higher then stock regardless of the modifications. 3. Stock engine internals. 4. Stock intake except the air filters can be repalced/modified. 5. Stock distributor housing by you cna use an electronic trigger and coil. 6. Exhaust system can be modified. That's basically it. Totals parts price for modified parts (the exhaust and ignition) is easily under $1,000. The horsepower numbers quoted above come after hundreds of hours of meticulous machine and assembly work of the stock parts. That's why an ITS prepared L24 (and L28) costs over $5,000 - its all in the labor. Quote Link to comment Share on other sites More sharing options...
Mudge Posted November 4, 2002 Share Posted November 4, 2002 Gee whiz, so I'm assuming they are also rebuilding it to get the lowest friction possible etc, still a rather insane cost. No head porting and such also I would imagine... Quote Link to comment Share on other sites More sharing options...
katman Posted November 4, 2002 Share Posted November 4, 2002 Originally posted by johnc:> John, what kind of mods to make that kind of > power? If you're referring to the ITS prepared L24, the SCCA Improved Touring rules limit modificattions to: 1. Head milling to the max specified by the manufacturer. 2. Compression ratio 1 point higher then stock regardless of the modifications. 3. Stock engine internals. 4. Stock intake except the air filters can be repalced/modified. 5. Stock distributor housing by you cna use an electronic trigger and coil. 6. Exhaust system can be modified. That's basically it. Totals parts price for modified parts (the exhaust and ignition) is easily under $1,000. The horsepower numbers quoted above come after hundreds of hours of meticulous machine and assembly work of the stock parts. That's why an ITS prepared L24 (and L28) costs over $5,000 - its all in the labor. Actually we're limited to 0.5 point increase in comp ratio over stock, or 9.5:1. Usually use one of the early E31 combustion chambered E88's and take off less than 0.020 or you end up exceeding the compression ratio allowable. You're also allowed 0.040 overbore. Lots of time spent on carb and exhaust tuning, and horrendous amounts of development in reducing friction without platings (banned a couple years ago). Almost zero leakdowns. Meticulous machine work, assembly, and dyno tuning like John says. Of course Rebello has claimed 200 hp for an ITS motor for years, but that's West Coast numbers Quote Link to comment Share on other sites More sharing options...
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