JBP Cams Revisited: New Grind for `09!
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From: Toronto
and to jbp. you might want to inform the end user of what you are supposed to do the head to run solid lifters.
this is not a drop and and go have fun situation people are going to be dealing with here. there is tuning involved. a lot of it. if you have never tuned an lsj, if you never delt with one on cams, be prepared to spend a lot of time on these.
if the STOCK base circle was kept. there would not be a need for solid lifters. so this right here makes me wonder
this is not a drop and and go have fun situation people are going to be dealing with here. there is tuning involved. a lot of it. if you have never tuned an lsj, if you never delt with one on cams, be prepared to spend a lot of time on these.
if the STOCK base circle was kept. there would not be a need for solid lifters. so this right here makes me wonder
Well apparently JBP just wants us to "take the lifters out of the equation right now and not get hung up on that". But one can only wonder why they would even bring them up if they wanted to offer a truly bolt-on camp setup.
and JBP i was asking like wat parts are need to run ur cams? not tools but other parts need so the cams run good like the lifters and valve springs
You need the camshafts and the valve springs.. The lifters which everyone is debating on right now is just thrown in for those who would like a solid valvetrain.
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From: louisville k.y
The stock base circle is kept. What else is there to wonder? Where are you getting your information for head modification to run solid lifters? I'd like to hear more about that one.
Guys, the solid lifters are offered as an improvement over a hydraulic system. The benefits of switching to a solid valvetrain are such as consistent valve lash, high rpm capability, better response, no more change of a collapsed lifter and the list goes on and on. Just google it! Again, even after this you are still convinced that you don't want to run them in your engine.. feel free to stay with the hydraulic system.
You need the camshafts and the valve springs.. The lifters which everyone is debating on right now is just thrown in for those who would like a solid valvetrain.
Guys, the solid lifters are offered as an improvement over a hydraulic system. The benefits of switching to a solid valvetrain are such as consistent valve lash, high rpm capability, better response, no more change of a collapsed lifter and the list goes on and on. Just google it! Again, even after this you are still convinced that you don't want to run them in your engine.. feel free to stay with the hydraulic system.
You need the camshafts and the valve springs.. The lifters which everyone is debating on right now is just thrown in for those who would like a solid valvetrain.
LSX RWD S/C conversion
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From: Maple Ridge, BC, Canada
Mev, I see you have been online since I sent you that email. It is in your best interest not to ignore me.
My phone we will be on all day. If getting a hold of you on open forum is the way you want this to go then.............
My phone we will be on all day. If getting a hold of you on open forum is the way you want this to go then.............
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From: Toronto
Yes, we are ready for a tester.. those who stepped up to the plate have been contacted and the first to agree to the testing terms wins.
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From: Indianapolis, IN
Seeing as they are included in the group buy for practically FREE, you're getting solid lifters that you can either sell off to offset the price even more or have a full solid valvetrain capable of extended RPM usage.
Think about it, Billet Steel Camshafts, Solid Lifters AND Valve Springs for $660. If you turn around and just keep the camshafts, you can sell the brand new springs and lifters for $200 easy and use that to reduce the price even further.
There's some interesting questions about dyno results. As that is most likely what is the determining factor with these camshafts. Obviously we have some idea of what the gains will be, but its all up in the air at the moment until we get a tester. So I'll ask again, is there anyone, ANYWHERE that wants a FREE pair of camshafts????
We're going to open up the group buy today seeing as we're having the prototype grind made and the testing is in order. Even though testing hasn't even begun, there's always people who love to get a jump on things so feel free to step up to the bat and enter your name for the group buy. Again, this can only materialize with at least 10 commited individuals. So start signing your interest and like the last group buy, start sending some dough.
[Group buy is on until April 7th]
Here's the pricing Informaiton again for clarity:
REGULAR PRICE
JBP LSJ Billet Steel Camshafts: $450,
JBP Solid Lifters: $275
JBP Valve Springs: $317
TOTAL: $1092
GROUP BUY PRICE
$660 for everything!! (Camshafts, Lifters, Valve Springs)
(Savings of $382)
Think about it, Billet Steel Camshafts, Solid Lifters AND Valve Springs for $660. If you turn around and just keep the camshafts, you can sell the brand new springs and lifters for $200 easy and use that to reduce the price even further.
There's some interesting questions about dyno results. As that is most likely what is the determining factor with these camshafts. Obviously we have some idea of what the gains will be, but its all up in the air at the moment until we get a tester. So I'll ask again, is there anyone, ANYWHERE that wants a FREE pair of camshafts????
We're going to open up the group buy today seeing as we're having the prototype grind made and the testing is in order. Even though testing hasn't even begun, there's always people who love to get a jump on things so feel free to step up to the bat and enter your name for the group buy. Again, this can only materialize with at least 10 commited individuals. So start signing your interest and like the last group buy, start sending some dough.
[Group buy is on until April 7th]Here's the pricing Informaiton again for clarity:
REGULAR PRICE
JBP LSJ Billet Steel Camshafts: $450,
JBP Solid Lifters: $275
JBP Valve Springs: $317
TOTAL: $1092
GROUP BUY PRICE
$660 for everything!! (Camshafts, Lifters, Valve Springs)
(Savings of $382)
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From: louisville k.y
are you high?
the 1400hp draq ecotecs don't even run that much lift. this is not a small block chevy. stock cams are .395 lift. look at those flow numbers, not .500
and to jbp. you might want to inform the end user of what you are supposed to do the head to run solid lifters.
this is not a drop and and go have fun situation people are going to be dealing with here. there is tuning involved. a lot of it. if you have never tuned an lsj, if you never delt with one on cams, be prepared to spend a lot of time on these.
if the STOCK base circle was kept. there would not be a need for solid lifters. so this right here makes me wonder
the 1400hp draq ecotecs don't even run that much lift. this is not a small block chevy. stock cams are .395 lift. look at those flow numbers, not .500
and to jbp. you might want to inform the end user of what you are supposed to do the head to run solid lifters.
this is not a drop and and go have fun situation people are going to be dealing with here. there is tuning involved. a lot of it. if you have never tuned an lsj, if you never delt with one on cams, be prepared to spend a lot of time on these.
if the STOCK base circle was kept. there would not be a need for solid lifters. so this right here makes me wonder
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From: louisville k.y
I got a flow sheet from rebel that shows 303 on the int at 540 lift and 208 on the ex.the flow chart also shows the stock head flowing 261 on the intake and 149 on the ex.now if this flow chart is correct i would build my moter with a 540 lift cam.If im missing somethig here please exsplain it to me.
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From: Still fixing others mistakes.
i have flow numbers off the gmr heads. i also know they don't run a .500 lift cam in any of their drag cars.
stock cams are .395 lift. match this on the flow sheet. this will show you what your head will flow with those cams. this is the biggest thing people over look.
stock cams are .395 lift. match this on the flow sheet. this will show you what your head will flow with those cams. this is the biggest thing people over look.
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From: San Antonio, TX
well once yall get dyno results and everything good to go and I see others with the cams and no problems with them and all and see how it was for them to tune with them ill be interested on a set
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From: Toronto
10-4 there..
I'd like to keep anything of this nature out of the thread. Please, I'm asking nicely. Let's keep the discussion to grinds and cams.
A flow bench will always show more numbers with higher lift to a point. This doesn't mean it can be physically constructed into a cam grind Scott. When I used to build 3.1L's we would shove the lift up to 514~535 and flow close to 390cfm on the intake, but a camshaft of that nature would require a roller lobe for faster ramp speeds and was not possible for a longevity cam on a flat tappet style engine. It would just wear to much. What the guys are trying to say here is that a camshaft profile has to be square in nature. This means that it has to have balance between lift & duration. We're not going for sound, we're going for performance. I choose a duration of 263 because I believe the duration to be aggressive enough for everyone and the lift of 465 to be aggressive enough as well. We need a grind that everyone can agree upon after all it's you guys who are buying it. But we'll start testing with this profile and see what happens.
Anything is GBable pending enuff interest. Look at the header thread, we didnt start that and over 15 ppl signed up.
Based on the victoryredSS experience, a member of this forum,who would trust anything on this thread? Just asking.
I got a flow sheet from rebel that shows 303 on the int at 540 lift and 208 on the ex.the flow chart also shows the stock head flowing 261 on the intake and 149 on the ex.now if this flow chart is correct i would build my moter with a 540 lift cam.If im missing somethig here please exsplain it to me.
how bout a GB on just the springs and retainers?? i already have cams, lol
