Hi, just saw this video, after seening your FIRST intake video. I did the same thing in 2008 in a 1988 Vette. 350 bored to 385ci. AFR heads, LPE 219/219 cam, LPE headers, Magnaflow exhaust and catalytic converters, Monster 700R4 trans. 308 rear gears. Motor itself dynoyed at 403hp, 448 tqe, but with a Holley carb as, at that time, the engine builder didn't have the hookup for a TPI. I had tried different intakes, including a LPE Superram, stock TPI with TPIS tubes and intake, and finally, the FIRST, Got it tuned at ED wright n Tulsa on a rear wheel dyno, but later found the cats had clogged and I was never able to find the time to re-tune/re-dyno to get solid numbers before I sold the car. I will say, it would definaltely burn the tires in all 4 gears. Was a low 12 sec car, but I was not consistant with it, with too much tire spin. You are correct, a TPI will never get the high HP numbers either a carb or newer type FI can get. It's a trade-off. If I was going to do it now, I'd go with a Holley Sniper of Edelbrock EFI system.
Your cam Animation was awesome.. but as david vizard has said on a flat tappet camshaft the lifting point is not always perpendicular to the camshaft.. the very edge of the lifter makes contact first.. so it could have more low end acceleration ramp than a roller cam.
Hey bro just happened to come across your video based on others I have liked TH-cam brought yours up. I have my beloved 87 corvette that I have a build plan in place that includes the first TPI intake, the 08-502-8 cam like you mention here (by recommendation from Ken at FIRST TPI, like you I want to keep the car tamed and somewhat like stock just with a lot more torque and power through the original power band), and AFR either 180 or 195 heads although I am leaning to the 180s because I don’t plan to expand the engine. For your case since you are making it a 383 as opposed to keeping it 350 the AFR 195s would probably be the better choice. Let me know your thoughts and also any pointers/advice you have before I get into the build. Thanks for the videos they are informative!
I run a 08-302-8 cam in my tpi 383 in my 90 vette, never had it on the dyno, have over 40,000 miles on that engine, at a test and tune best run with all season tires and 3.07 gears, auto trans ran 12.9 @ 109. Saving Sally with the first intake and that cam I would think a lot quicker.
Again, just fantastic editing and production value! I'm subscriber #151 now. Do you know what your static compression on your engine is? I agree 100% that these FIRST builds should have roller cams; you want to keep the seat-to-seat / advertised durations tight to keep the dynamic compression up (that cam DEFINITELY will), but I think you're really giving up some power potential with the reduced lift. These TPI builds like lift, especially with your 200cc intake port volume and the airflow of those PBM Strike Force heads of yours continuing to increase in flow pretty significantly up to .600". (.400 = 201 CFM, .500= 232 CFM, .600 = 251 CFM). -The #3100 version of the heads (single spring) say they're good to .550" lift and the #3400 dual spring version to .600" -although the spring pressures become an issue. -It's not the lift itself that becomes the longevity issue, but controlling a high velocity/ high lift / high rocker ratio combo requires higher and higher spring pressures and makes the valve slam shut faster (depending upon lobe design) -and that causes longevity issues. I think sticking to a 112 LSA was a good idea with a stock ECU. With aftermarket ECU you can get away with a bit more. The lope lope sound is all about the amount of overlap -with the same durations a tighter LSA makes for more overlap; with the same LSA higher durations make more overlap. -I agree the extra exhaust duration is good on that combo and with your heads' intake to exhaust flow ratios.
Haven't made the swap yet, but as of now, my intention is to have the car tuned by Hawks Motorsports once the new engine is in place. Thanks for watching.
I love what you do in regards to try to keep things factory looking as possible, but is it worth the cost? I mean the price for the Fast TPI alone is $1,100 bucks. For that kind of money I could find a 6.0 LS motor and that could easily make more power than even a TPI 385. You just have more flexibility with an LS platform. I'm strictly talking price to performance ratio.
You're probably right in that regard. There are times when I think about putting a LS motor into something else, but that will be another car. Thanks for watching.
Nice. I don’t know anything about 95% of what you’re talking about. I do have a recommendation though, you should shave your beard into a big Wyatt Earp mustache. I mean it’s already outlined by the color. It’s a sign from Mother Nature. She’s like “Be my Huckleberry”. Joking aside, great video. 👍
I went with a Howard's hydraulic roller cam p/n HRS-180235-14 on Summit Racing's website. Basically going for the same goal you are. Similar to a stock factory engine... just with some more power. What I like about the Howard's cam though is that it gives you a little extra Lobe Separation Angle which means better vacuum at idle. A lot of cams out there have 110-112 LSA, but this Howard's cam has 114. For reference, many factory cams came with anywhere between 114-117 LSA precisely because it gives better vacuum at idle which is a big plus if you're going to actually USE your car. Most cam companies make their camshafts with tighter LSA in order to give a lumpier idle sound which is great, but it comes at a price.
![700HP Supercharged LSA Chevy Nova SLEEPER! [4K]](http://i.ytimg.com/vi/SsvgPlBT4xE/mqdefault.jpg)
Hi, just saw this video, after seening your FIRST intake video. I did the same thing in 2008 in a 1988 Vette. 350 bored to 385ci. AFR heads, LPE 219/219 cam, LPE headers, Magnaflow exhaust and catalytic converters, Monster 700R4 trans. 308 rear gears. Motor itself dynoyed at 403hp, 448 tqe, but with a Holley carb as, at that time, the engine builder didn't have the hookup for a TPI. I had tried different intakes, including a LPE Superram, stock TPI with TPIS tubes and intake, and finally, the FIRST, Got it tuned at ED wright n Tulsa on a rear wheel dyno, but later found the cats had clogged and I was never able to find the time to re-tune/re-dyno to get solid numbers before I sold the car. I will say, it would definaltely burn the tires in all 4 gears. Was a low 12 sec car, but I was not consistant with it, with too much tire spin. You are correct, a TPI will never get the high HP numbers either a carb or newer type FI can get. It's a trade-off. If I was going to do it now, I'd go with a Holley Sniper of Edelbrock EFI system.
Very awesome well produced and put together I enjoy every video
I have owned 3 1989 GTA's,2 white and 1 black. I loved those cars, still do.
Thanks for your video Jason
Great video. Thank you for sharing!
Your cam Animation was awesome.. but as david vizard has said on a flat tappet camshaft the lifting point is not always perpendicular to the camshaft.. the very edge of the lifter makes contact first.. so it could have more low end acceleration ramp than a roller cam.
Well said!
Hey bro just happened to come across your video based on others I have liked TH-cam brought yours up. I have my beloved 87 corvette that I have a build plan in place that includes the first TPI intake, the 08-502-8 cam like you mention here (by recommendation from Ken at FIRST TPI, like you I want to keep the car tamed and somewhat like stock just with a lot more torque and power through the original power band), and AFR either 180 or 195 heads although I am leaning to the 180s because I don’t plan to expand the engine. For your case since you are making it a 383 as opposed to keeping it 350 the AFR 195s would probably be the better choice. Let me know your thoughts and also any pointers/advice you have before I get into the build. Thanks for the videos they are informative!
I run a 08-302-8 cam in my tpi 383 in my 90 vette, never had it on the dyno, have over 40,000 miles on that engine, at a test and tune best run with all season tires and 3.07 gears, auto trans ran 12.9 @ 109. Saving Sally with the first intake and that cam I would think a lot quicker.
So happy to read that. I was really hoping to be a 12 second car!
Again, just fantastic editing and production value! I'm subscriber #151 now.
Do you know what your static compression on your engine is?
I agree 100% that these FIRST builds should have roller cams; you want to keep the seat-to-seat / advertised durations tight to keep the dynamic compression up (that cam DEFINITELY will), but I think you're really giving up some power potential with the reduced lift. These TPI builds like lift, especially with your 200cc intake port volume and the airflow of those PBM Strike Force heads of yours continuing to increase in flow pretty significantly up to .600". (.400 = 201 CFM, .500= 232 CFM, .600 = 251 CFM). -The #3100 version of the heads (single spring) say they're good to .550" lift and the #3400 dual spring version to .600" -although the spring pressures become an issue.
-It's not the lift itself that becomes the longevity issue, but controlling a high velocity/ high lift / high rocker ratio combo requires higher and higher spring pressures and makes the valve slam shut faster (depending upon lobe design) -and that causes longevity issues.
I think sticking to a 112 LSA was a good idea with a stock ECU. With aftermarket ECU you can get away with a bit more. The lope lope sound is all about the amount of overlap -with the same durations a tighter LSA makes for more overlap; with the same LSA higher durations make more overlap. -I agree the extra exhaust duration is good on that combo and with your heads' intake to exhaust flow ratios.
What did you do about your computer
Haven't made the swap yet, but as of now, my intention is to have the car tuned by Hawks Motorsports once the new engine is in place. Thanks for watching.
Did you put this cam in? And any sound clips.
Is it running?
That should be well matched to the First
I love what you do in regards to try to keep things factory looking as possible, but is it worth the cost? I mean the price for the Fast TPI alone is $1,100 bucks. For that kind of money I could find a 6.0 LS motor and that could easily make more power than even a TPI 385. You just have more flexibility with an LS platform. I'm strictly talking price to performance ratio.
You're probably right in that regard. There are times when I think about putting a LS motor into something else, but that will be another car. Thanks for watching.
Nice. I don’t know anything about 95% of what you’re talking about. I do have a recommendation though, you should shave your beard into a big Wyatt Earp mustache. I mean it’s already outlined by the color. It’s a sign from Mother Nature. She’s like “Be my Huckleberry”. Joking aside, great video. 👍
Maybe for the 1000 subscribers mark...maybe....
I went with a Howard's hydraulic roller cam p/n HRS-180235-14 on Summit Racing's website.
Basically going for the same goal you are. Similar to a stock factory engine... just with some more power. What I like about the Howard's cam though is that it gives you a little extra Lobe Separation Angle which means better vacuum at idle. A lot of cams out there have 110-112 LSA, but this Howard's cam has 114. For reference, many factory cams came with anywhere between 114-117 LSA precisely because it gives better vacuum at idle which is a big plus if you're going to actually USE your car. Most cam companies make their camshafts with tighter LSA in order to give a lumpier idle sound which is great, but it comes at a price.