I love the EMC!!!  It's a great way to learn what works in giving great average torque and power for a streetable engine.

This is a pet peeve of mine - if you only give the duration, and lift, we still don't know the cam specs!

The entire article "Dyno-Mania" in the Feb 2008 mag that covered the 2007 EMC left out the Lobe Separation Angle.  Please give us that info!  Changing the LSA even a few degrees makes a huge difference in the idle quality, power band, etc.  I am trying to select a cam and having that info is very important.  

I'd really like to know the LSA's for all the engines in that article.  To tell you the truth, the advertised duration (and checking height) and the lifter type (solid roller, etc.) is very important as well.  The seat (or advertised) duration AND the 0.050" duration values give an idea of the lobe intensity, and helps us decide if they put a cam with radical race lobes in the engine that will eat valve springs, or something that might last on the street.  But the checking height (0.006", etc.) that the seat duration is measured at is also important.

So what I'm asking is that you add maybe 22 more characters when you list cam specs, for instance:

280/284 deg @ 0.006, 106 deg LSA

Of course, if you want to give the grind part number, and/or the lobe ID numbers, etc. that'd be cool too

Any chance you guys could post at least the LSA specs here and maybe a follow up article in the magazine?  I realize that print space is expensive, but not enough info is almost as bad as none.

Sorry to be such a nag
Pete

P.S.  Yes, I'm a subscriber.  

I couldn't agree more ! That's one of the first things I noticed and wanted to know also (LSA). Obviously there is a major differance between a 114* to a 104* , and these engines may have used anything between, (and including), these values !  

I don't think we should make this more complicated than it is. Lobe separation angles have almost been made standard. 106-110° is the ordinary. I would guesss that 80% of the EMC motors will fall in this category. The others being of more "non-typical" engine designs. Around that area I'm sure there is dyno flogging with camshafts to determine the right amount, maybe even to the nearest half a degree but this is absolutely unnecessary for anything but a max-effort build.  

I'll add that to the spec sheet for next year's contest. We do not have that data for the 2007 competitors. If there is a specific engine you'd like me to find out, I can make a call for you, and post it here.  

big diff between 106-110 degrees in terms of output. i second the motion......  

Johnny, Please give LSA's for the top 10 competitors and post it here. Thanks  

Oh sorry, My LSA was 108 installed at 102 centerline and I used Comp's XTQ lobes. I don't mind sharing info, just ask. I would also like to see the LSAs and believe me there were some cams there that were highly unconventional! I finished 7th. Thanks  

njunmstr:
Oh sorry, My LSA was 108 installed at 102 centerline and I used Comp's XTQ lobes. I don't mind sharing info, just ask. I would also like to see the LSAs and believe me there were some cams there that were highly unconventional! I finished 7th. Thanks

Thanks so much for stepping-up to the plate ! I especially appreciate that you've also included the lobe family, (since I have a Comp catalog).

Johnny thanks for the offer, all the top ten would be great,but I'd settle for the top three for starters    

GibTG - it is highly necessary.  These are max effort builds and 2 degrees of LSA is a big enough difference to possibly make one lose or win.

Johnny, thanks for the offer.  I'm mainly interested in the engines near 400ci and what they used, especially the SB Chevy's.

njunmstr - thanks a bunch for providing the LSA and the love family!

Pete http://AlteredZ.com  

The 400 Small block Chevys were all around 106 LSA. I believe there was 3 of them. I plan on building if picked a 400 Chevy this year and I will be 105 LSA. The 400's seem to like the high rocker ratios and that is definitely something to consider if you are trying for copious amounts of power-[and who doesn't] from your mill. I will use the XTQ lobes again since I had no cam lobe trouble in 2007 with the high rocker ratios, but you better know how to properly break in your cam.    njunmstr  

Have you picked youre cam yet AlteredZ?  

Johnny,
Can you get the LSA and ICL that the following guys used?
BES Racing Engines (400 SBC) Winners
School of Automotive Machinists (400 SBC)
Revolutionary Performance and Machine LLC (400 SBC)
Thanks!  Pete

Hi, Tim (njunmstr).  I think I've settled on a cam for this thing.  I had a 252/252@.050", 281/281@.020", .380" lobe lift, 105LSA Cam Motion Low-lash solid roller in it, but the overlap was too much for me on the street with a cruise rpm of 2200.  So I am keeping the LSA near the same (following Vizard's "Be a Cam Expert" article) but backing down on the duration. (The lobe below is milder at the lash/rocker-ratio + 0.004" "seat" timing point than the lobe above.)

Here's the application:
406 SBC (4.155" bore, 3.75" stroke)
10.3:1 Static Compression Ratio
6" rods
Canfield 215cc heads (flow #'s here: http://alteredz.com/data/canf215flow_1_data.htm)
I have a Victor Jr, but am considering a Performer RPM intake
830 cfm HP carb with annular boosters
1-3/4" block huggers, 2.5" exhaust, x-pipe, hemi super turbo mufflers
Must be solid roller (I have the lifters)

5spd (G-Force T-5)
3.7:1 gears
25" tires
2800 lbs w/o driver

hot street/road course track days

I' looking at using the Comp Xtreme lobe #4874 for both intake and exhaust.  Here are the specs:
Adv Duration (@0.015" lobe lift): 280 degrees
0.050" lobe lift Duration: 242 degrees
0.200" lobe lift Duration: 164 degrees
Lobe lift: 0.380"
Valve lift, 1.5:1 rockers: 0.570"
Valve lift, 1.6:1 rockers: 0.608"
Looking at 105 or 106 LSA, probably installed 2 to 4 degrees advanced.  I might go with 106 LSA and install it 2 degrees advanced (104 ICL) to keep the Dynamic Compression Ratio down to the <= 8.25:1 region, since I'll be running 93 octane max.

Any advice appreciated!
Pete  

Pete, we ran a 250/258 @ .050 comp with a 106lsa installed at 101.  Like Tim said, most of us with 400 based engines were running on a 106.

With that Z you have you gotta know Lewis that used to work for me.  He goes by Luigi or Lewy D on some of the Z boards.  He runs the 74 260 with a 352 SBC on our website.  

hi guys my name is paul im a newby on here from sydney australia.Im just wondering what you guys think of this cam i was runninh in my cheaply built 400sbc . it was ground up by a little know grinder  here in sydney
specs
250and 255deg @50
500 and 511 lift with1.6 ratio rollers
on 104lobe centers this is a flat tappet solid
it was set at standard on the timming chain marks
thois was with a weiand team g
holley 850 dp ported top
78cc chamber ported pollution heads dont know what cast ing they are.
3000stall turbo 350and 4.44gears in the diff.
what do you guys think this . i only ever reved it to 5500rpm/  thank in advance SORRY THE CAR WEGHT IS 3350 POUNDS  

That 250/255 cam doesn't seem to have much lift for the duration it has.  Leads me to believe it isn't very aggressive.  Low lift and a tight lobe separation will probably make a lot of noise but not as much power as some of the grinds that are currently available from the big names.