Well I got my tune updated for my new injectors by MadZ28 (Ion) and put it back on the dyno. Before the tune I put down 322rwhp and 316 rwtq. This time with the tune I put down 338rwhp and 325rwtq. This is on a Land & Sea dyno, reads a lot like a mustang dyno. The guys there said multiply my numbers by 1.13 and that would be about my dyno jet #'s, so about 382/367 if thats right. Not real happy with the # was expecting more out of it. Here's the dyno sheet and graph. What do you guys think?
Specs: 355 C.I. LT1 to Gen I Conv.
Hyd roller LT1 Regrind 561/573 lift, 230/236 Cam, 1.65 Roller Rockers, Patriot 195cc Port/polished Alum heads 2.02/1.60, 58mm TB, Weisco Forged Flat top Pistons, Balanced/blue printed, 36# SVO, MadZ28 tune, HOOKER Long tubes and 3" Catback, 4.56s...
Dyno Vid...
http://www.youtube.com/watch?v=FYjg9Aci2VU

 

you manual or auto.....I would think there is more left in it, any A/F readings?

 

M6, A/F ratios are the far right numbers on the list of #'s pic. Kinda blurry I know...

 

If patriot LT1 heads are like their LS1 heads thats probably whats holding you back, they are a decent budget head but nothing special.

 

Their Gen I 350 heads... Dyno vid added...

 

You have proably another 10rwhp just in A/F tuning alone.

 

Right now it has a MadZ28 (Ion) mail order tune. I need to get it dyno tuned but I cant decide if I want to swap cams and get a custom grind cam or not. That may be another thing holding me back because of my regrind stock cam...

 

Not sure what you mean? Are you running the 230/236 or a stock cam?

 

Your numbers aren't bad, you definitely have some more sitting on the table with a dynotune.

 

It's both. It's a stock LT1 cam, that has been reground to those specs...

 

First, if you want dynojet numbers go find one. I don't like guessing between one type and the other.

Second if you are making 380 that isn't so bad. A bigger cam would widen the gap between hp and tq.

 

I'm curious, how much does it cost to have a stock cam reground and what are the advantages versus having a custom cam made or buying a shelf cam.

 

Kind of a question along the same lines...can someone explain cam regrinding to me?

 

Think of it like regrinding a crank. Back "when" a stock cam might be reground to a different lobe profile by reducing the base circle to get more lobe lift and reshaping the lobe. Most cams were "chilled cast iron" with enough hardness depth on the lobes to allow some regrinding. This was before aftermarket cores were readily available.

Today, regrinding may still be used, especially for odball engines, but it's probably not the norm. If I were a major cam company, I probably wouldn't want to regrind someone else's cam, even an OEM. I might regrind one of my own, however.

Personally, we are in the (other than camshaft) grinding business, and we'd much rather grind parts we produced than "OPS" (the People's Stuff).

References: Google is your friend.

 

Why don't you go ask Harold.... Oh look even though my father sees your BS on here trolling around anything I touch or say he STILL answers your questions, guess we are all just lying nonhelpfull *******s over in NY.

[QUOTE=2000GTP]I'm curious, how much does it cost to have a stock cam reground and what are the advantages versus having a custom cam made or buying a shelf cam./[QUOTE]

It's not so much the cost, but the limitations that are put on you with a regrind. As OldSStroker said the case depth is going to be what limits you and even then re-case hardening it can only get you so far. Your problem will be the base circle size will get too small to put any lobe worth anything on there.

All in all it's much better bang for the buck to just start out with a new core when they are available.

Bret