Originally Posted by king T.

so i've read everything, but i'm still sorted confused...
I'm planning on building my D16Y8. Which cam would you recommend?
Goal is to probably boost my ride in the next 2 years or so. But, I would love to have more power till then...
i'll also be getting the Bisi cam gear and Bisi valve train and retainer kit.

Bisi Stage 1, Can I use this cam once I decide to boost my ride?
Bisi Stage 1.2, can I use this cam while being not boosted?
Bisi Stage 2, will this work with a Turbo or is it to aggressive?

Thanks in advance

Originally Posted by Blacksi76

I have Bisimoto Engineering building me a complete H22 Head with a full Portflow port & polish, Bisimoto spec valves, valvesprings and titanium retainers, Bisimoto spec Valvejob, level 2.4 Cams, and Bisimoto adj cam gears...after reading this thread...I am VERY excited to see what my new Head is gonna be like with those Cams!!!

Originally Posted by h22-eg-hatch

@ bisi..

I have a H22 (88mm) 9.5:1 comp
I'm currently running a T70 turbo
70 trim 96 A/R
And I have BC stage 2 NA Cams.
Im On a conservative tune (350 hp) on 6-7 psi
I'm planning on boosting around 15-20 psi but not sure if I should with the cams I'm currently running. I'm wondering what type of gains I will see if I swap some big turbo cams in. And if it will be safer then the NA cams.. Any info will be appreciated

Originally Posted by nowtype

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by Bisimoto &raquo;</TD></TR><TR><TD CLASS="quote">Yes, give us a call, as we can help. The biggest mistake boosted enthusiasts make is place an N/A designed cam in their turbo'd engine: the increased duration, and lobe separation qualities cause lackluster performance due to boost blowing right through the exhaust during the overlap event.

A purposely designed cam for turbocharged applications, like our level 1.2 turbo cam, addresses the need for more exhaust lift and duration than our level 1 grinds, and wider lobe separation to allow you to build boost sooner, and retain it longer throughout the powerband.

Customers have reported excellent gains in DOHC and SOHC powerplants, with our level 1.2 cams. The single cam engines are a lot harder to master, since you have to grind in the lobe separation; it took us 13 different grinds to find the proper LS for the level 1.2...yes, I love to experiment, as my pain is your gain. I guess that is a key advantage of having my own dyno!

I hope that helps.</TD></TR></TABLE>

Could you explain what I bolded? It doesn't seem to make any sense. The way I'm reading it seems that you are suggesting that fresh, intake air is blowing through before the exhaust valve is closed. If this is your stance, then I'm not sure I would agree since on a turbocharged engine we are constantly fighting reversion which is just a byproduct of exhaust manifold pressure.

Originally Posted by BisimotoAlvin

I don't believe we are on the same page here. We are talking about different subjects.

Originally Posted by Bisimoto

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by nowtype &raquo;</TD></TR><TR><TD CLASS="quote">



In simple terms, during the induction stroke, you need to build boost in your turbo'd engine. In an N/A engine, you increase overlap to a decent extent in order to assist in inertial supercharging (taking advantage of the scavenging affect of the hopefully properly designed exhaust system) during this overlap period to allow a "cleaner" intake charge for better combustion, hence more heat, hence more power. With a turbocharged application, for a given application there is a limit to the ideal overlap period, one that many aftermarket n/a cams surpass. This is the key reason why excellent n/a designed camshafts result in a boosted application result in lazy boost/rpm curves, and loss of torque = loss in power.