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SHOBros Stage 1 Cam Tester

L

LOUDSHO92

CEG'er
Joined
Aug 17, 2005
Messages
158
Location
Anaheim, CA
As some of you may know we have a test set of Stage 1 SVT cams (they are an upgrade over the SVT cams) we need a tester for them. We would prefer someone with a 3.0L Hybrid and all bolt on if possible, but if you have tuning ability and all of the bolt ons that would work as well. The cams are for the will work only with secondaries, no oval ports.

Once these cams are tested and work, we will move to the oval port cams then.

The expected gains are around 15hp.

What we want: Tester to install the cams in their Contour, provide before and after dyno, and cores for grinding on. Also a deposit.

What you get: Cams for free.

If you are interested post or PM and we will work things out. Thanks.
 
Im going to be building a 3.0 very soon. Plus i used to have multiple SHO's :)

If you wanna know 2.5 power i just had a baseline dyno as well and can put them in my SVT before pulling the 2.5 and dyno
 
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:confused: Why wouldn't they work with the oval port heads? Is it because you're using the SVT Timing gear? If thats the case... big deal, people swap the 2.5L SVT Cams into 3L oval ports all the time.
 
I can't see any reason why they wouldn't physically function in an oval port head; though i could see potential tuning reasons why they might not be ideal . . .

Either way, if you hurry up, I'd be willing to test some oval port cams in the 3L I'm assembling. ST220 intake, MSDS headers, SCT PRP w/ wideband for tuning. All that is keeping me from finishing it up is locating an ST220 lower manifold and fuel rail, that and I'm really lazy.
 
The oval port cams are different from the secondary cams. I have been talking to some one who had secondary cams in their oval port and there was a decrease in power. Both cams are offset according to how they are deisgned.

From what I understand the 1/2 of the intake lobes are offset for the ovals to act as secondaries. I think I got that right.

its not heads we are worried about it is matching to the intake.
 
3L Hybrid with almost all of the bolt-ons.... Now where would you find someone with that setup and already has dyno graphs? :laugh: PM me if you haven't found someone yet.

Mark
 
LOUDSHO92 said:
The oval port cams are different from the secondary cams. I have been talking to some one who had secondary cams in their oval port and there was a decrease in power. Both cams are offset according to how they are deisgned.

From what I understand the 1/2 of the intake lobes are offset for the ovals to act as secondaries. I think I got that right.

its not heads we are worried about it is matching to the intake.
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:confused:
 
I am going off of what I have understood. If some one cares to correct me thats fine. I have understood that secondary cams do not work well in oval port cams. IF soem one cares to give some better information that would be great. I am trying to understand the differences.
 
It's time for a cam lesson.

Altering valve timing requires compromises. The biggest limitation to valve timing modifications is metal strength. Too much pressure on the cam and it doesn't wear well. The lobe goes flat. When altering valve timing the desire is to get the valve open as quickly as possible. Making the valve open quicker means steeper ramps on the cam lobe. The steeper ramps mean much more pressure where the cam meets the cam follower.

Adding lift by itself provides more power throughout the rpm range. Adding lift without increasing duration is very rough on the cam lobes.

One way to get the ramps a little less steep is to increase the duration (the time the valves are held open. And this becomes another compromise. More duration tends to cut low engine speed power while increasing upper engine speed power.

Using roller followers helps handle additional pressure. The roller hydraulic cams used on the 5.0 Mustang starting in 85 was a big increase in power due to being able to slam the valves open quicker.

The Contour SVT used as far as I know a very unique and clever technique. The cam lobe itself for the SVT (according to Terry Haines) is identical to the non SVT. The cam lobe over the secondary intake valve was slightly off-set to provide additional duration. Think in terms of primary valve being the leading valve and the secondary valve as being the trailing valve. This required minimal engineering and tooling and provided a very significant overall boost in power with only a very slight drop in low end power. I understand that this was only done to the intake cams and the exhaust cams remained the same as the non SVT.

I'm sure that there is no real need in off-setting the cam lobes for the intake manifold, as this was not done on the non SVT.

If this slight trick was performed to liven up the SVT, I can't help but wonder how much the Duratec would respond to some actual increase in lift with a gentle nudge in duration.

Can you give us any insight as to what the valve events would be on the SHO cams?
 
I am not able to give out the specs on the cams. I can say that the grind is similair to the SHO stage 1 grind that we offer.
 
You will need to provide at least some very basic information. It would be essential for the engine builder (if he knows what he is doing) to have the specs to do a degree wheel check. It is also essential to have lift specs to confirm that there will be no valve to piston interference and no valve spring coil bind. It would also be essential for the tuner to help dial in fuel and ignition timing curves.

The common specs published by cam grinders is valve lift and either advertised duration or duration at .050" lift. Degree wheel specs often also include position at max lift.

Without that, no serious engine builder or hot rodder will pay attention to your offering.

I understand your desire not to disclose private information, but you still can maintain enough since you wouldn't be disclosing the actual cam profile.
 
To be honest I dont have the specs, the cams were ground, but no specs, so I cant give them till the cam is measured.

I will see what we can give like lift or something like that. I will check to make sure on interference.

We need a tester so we can also test and ferify the results of the cams. The results will speak the loudest.
 
Are you also going to include the water pump pulley on the intake cam? Any estimate (or range) for the price?
 
If the cores include the waterpump pully then yes.

I am not worried about heads I am more worried about it working with the right intake. I do know there are difference between oval and secondary cams. If some one can fill me in on that.
 
Big Jim said:
Y
The common specs published by cam grinders is valve lift and either advertised duration or duration at .050" lift. Degree wheel specs often also include position at max lift.

Without that, no serious engine builder or hot rodder will pay attention to your offering.
Click to expand...
Eh, I can think of a few companies in the LSx world who don't give out any cam specs(namely LG Motorsports) and they are some of the most successful cams out there.

However, there are a lot of happy customers and good results with those cams.
 
i live in calexico ca. i have a 3.0 hybrid
3.0 taurus block, 2.5 csvt heads and cams, msds headers, superchip, ford racing wires, iridium plugs, optimized y pipe, 2.5 tubing, prom-maf 75mm
almost new engine i have installed rings,and all the stuff abouth a year ago
how far is the shoshop? or where i can do the dyno i want free cams LOL
 
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