Stock Fuel Rails, why they don’t keep up

[vortecd]

Holy crap, that's over my head right there. How's that cam compare to stock? Can't wait to hear about the tuning on that and some sound clips!

When I had the old engine built, Arrington didn't recommend porting the heads on a supercharged car (FI in general) as the juice wasn't worth the $queeze.

You are smart enough to degree a cam

 

[16GoManGoHC2]

My Replies ended up combined in @Speedy! ’s reply below, you have to expand it to see them, sorry

Holy crap, that's over my head right there.
It’s not that hard to do, 1/2 hour once you understand the process

How's that cam compare to stock?
It’s a Demon/RE clone, probably same figures as supplied in your RE short block?
Can't wait to hear about the tuning on that and some sound clips!
Me too!! And I will

When I had the old engine built, Arrington didn't recommend porting the heads on a supercharged car (FI in general) as the juice wasn't worth the $queeze.
Agree, porting doesn’t net much gain unless you have the valve lift for the increased flow, stock heads good for up too about .600 lift. Yes, with the creased duration of the Demon clone cam some would be netted but I didn’t want to extend putting this back together even longer. I had a bigger cam that would have matched porting but I would have lost VVT and what VVT does in making what is already a pretty big cam very mild and Street cruising friendly.

 

[coolblue]

Ok, had a detour back to the block. After all this meticulous work on the short block and now the heads, all the time spent cleaning everything up to like new a thought that kept me up at night was those beautiful pistons with exact to the thousandth rings and exacting bearing clearances crashing into the hours spent on valves and heads on start up so I had to degree check the cam installation. Been a long time since doing this and this HUGE 123 degree lobe separation and VVT grind made valve events not look right in relation to piston travel location verse valve timing events but it ended up matching the cam card within a few thousandths and a 1/2 a degree which could be instrumentation alignment errors. Ready for the heads now and peaceful sleep!! View attachment 47563 View attachment 47564 View attachment 47565 View attachment 47566 View attachment 47567 View attachment 47568 View attachment 47569 View attachment 47570 View attachment 47571

Was wondering about this a few years back when VVT became a 'thing' on new engines and I still had my solid roller, straight up, big block Chevy. How do you even degree one? I guess it's all done 'straight up' before the hydraulic magic movement kicks in. I never did a VVT motor so I wasn't sure if the cam was locked into position mechanically then altered with hydraulic pressure or if it just 'flopped around' until start up and then the hydraulic pressure would immediately place it where the computer told it to be. If it was the latter I didn't know how degreeing could ever be done. Now I see the spring cup thingy holds it until hydraulic pressure fights against it and rotates it accordingly.

 

[16GoManGoHC2]

Was wondering about this a few years back when VVT became a 'thing' on new engines and I still had my solid roller, straight up, big block Chevy. How do you even degree one? I guess it's all done 'straight up' before the hydraulic magic movement kicks in. I never did a VVT motor so I wasn't sure if the cam was locked into position mechanically then altered with hydraulic pressure or if it just 'flopped around' until start up and then the hydraulic pressure would immediately place it where the computer told it to be. If it was the latter I didn't know how degreeing could ever be done. Now I see the spring cup thingy holds it until hydraulic pressure fights against it and rotates it accordingly.

Yep, I had the same wonders. You just check it straight up like you said to make sure it’s installed as intended and the computer takes over from there once it has oil pressure to do so. Speaking of oil pressure thats why using stock recommended viscosity is important and I kept the main and rod bearing clearances tight for use with such thin oil. Your right on target with your thoughts on how it works.

 

[Speedy!]

I guess I didn't realize (or forgot) the RE/Demon cam was a 223/240 @.050 that's a pretty healthy cam for these.

 

[Hpindy]

The VVT cam is mostly for emissions purposes as it removes the need for a EGR valve . It also helps up top if you need to advance / retard in certain situations like towing or high rpm runs . It's good for a few ft/lbs down low and a few Hp up top ( up to 20 of each in some cases or less)

If you vehicle is a jack of all trades with no one characteristic being the most important then I'd say leave the VVT . If you emphasize on high rpm fun then a proper locked phaser cam will be more beneficial as VVT will limit your cam choices .

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[Hpindy]

I guess I didn't realize (or forgot) the RE/Demon cam was a 223/240 @.050 that's a pretty healthy cam for these.

That's why I chose this camshaft and keep it with my new short block . It is a great all around camshaft . It's the happy medium.

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[Hpindy]

Hey @16GoManGoHC2 you need to change the title of this thread to " the adventures of 16gomango " or something like that lol

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[coolblue]

Hey @16GoManGoHC2 you need to change the title of this thread to " the adventures of 16gomango " or something like that lol

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Or '16GoManGoHC2 Got it goin' on!' . More flash gets more reads. LOL. Seriously, shorten that handle, I get carpo tunnel punching it in every time.

 

[Hpindy]

Or '16GoManGoHC2 Got it goin' on!' . More flash gets more reads. LOL. Seriously, shorten that handle, I get carpo tunnel punching it in every time.

Now that's funny right there !

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[16GoManGoHC2]

Hey @16GoManGoHC2 you need to change the title of this thread to " the adventures of 16gomango " or something like that lol

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Its titled that way because it’s really “The Secret Adventures of 16GoManGo” kept going only for those interested and “in the know” of what it contains. Most probably stop reading around the puppy 🐶 part 😂
Rest In Peace my little girl, gone but NEVER far from my mind. She was my little garage buddy, we’re ever I was she was.

 

[16GoManGoHC2]

Her reincarnation is even worse, view picture at your own peril lol

 

[16GoManGoHC2]

But she LOVED the beach and the Grand daughters!! (Me too, and more lol)

 

[16GoManGoHC2]

Don’t know which sights I liked best???

 

[16GoManGoHC2]

Table in the one bathroom, every shell and tooth on it found on this beach. My fossil shark tooth collection started when I was about 8 years old. Each bigger one has a memory attached to it for when it was found. Thousands of hours and hundreds of miles over the decades of walking this beach in this picture.

 

[jroyk]

Nothing more precious than the granddaughters.

 

[coolblue]

Table in the one bathroom, every shell and tooth on it found on this beach. My fossil shark tooth collection started when I was about 8 years old. Each bigger one has a memory attached to it for when it was found. Thousands of hours and hundreds of miles over the decades of walking this beach in this picture. View attachment 47617 View attachment 47618

Goddam that's a Megalodon at top middle!

 

[16GoManGoHC2]

Goddam that's a Megalodon at top middle!

That it is, right out of the mouth of the Edisto River inlet, the biggest tooth I ever found. Just think how big this one would have been if whole, it’s about an inch thick at tip.

 

[16GoManGoHC2]

Ok, back on track here. So after being happy the cam is installed correctly time to make it into a long block and cover up them pistons!! After another application of Total Seal Quick Seat dry lubricant to the cylinder walls set #1 down a bit to get all pistons away from the heads for when rocker shafts and stuff are put on time for head one more thorough cleaning and time for head gaskets!! Take note to original 15-17 head gasket verse newest revision head gasket oil control orfice has been increased in size from .062” to double that size 118”, times 4!!! Wow that’s going to be a bunch more oil going up top to lubricate and more so cool the valve train especially the springs. Also notice the spark plugs are installed and indexed toward the intake valve and center of cylinder. This helps to cool the electrode and also keep it cleaner verses it being shrouded by the ground strap and in the shade per say of the cool clean intake charge. This helps flame propagation and travel and also detonation resistance by cooling the ground strap and electrode tip. I also installed the plugs with no never seize, NGK recommending against its use that it’s application can alter a plugs heat range characteristics and cause detonation as well. The silver color coating on them is supposed to be a anti seize of some sort built onto the plug.

 

[16GoManGoHC2]

Bye bye pistons, hope it’s a very very very long time before I see you guys again, never will be fine by me!!
Word to note when using the ARP head stud kit. The washers in the kit are too small for the head, the ARP bolt kit comes with the right washers but the stud kit doesn’t, weird. I brought it too ARP’s attention when ordering the correct washers so hopefully they change the kits to the larger OD washers in the future. Tq’d in 4 steps 25, 50, 75, 112 ft lbs, 7 more then recommended as I’m not going back in to retorque after a heat cycle.
Next up valve train!!! And test timing one more time before putting front cover on and balancer. Hopefully get to tackle that today !! 🤞