Skunk2 K-series cam test
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Joined: Sep 2001
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Skunk2 K-series cam test
Having just recently been set up as a Skunk2 dealer, I had the opportunity to test a set of the stage 1 all motor k-series cams in a boosted application. After seeing substantial gains on turbo b-series motors with all motor cams, we wanted to see how the k-series would fair in comparison. The test vehicle we used had the following:
Turbo Setup
Full Race Pro Am T4 Twin Scroll Manifold
GT4094R 1.06 Housing
Twin Tial 44mm wastegates
3" FR DP/ 3" Exhaust
Full Race Vertical flow intercooler
Engine
GE Sleeved Block 87MM
Pauter Rods
Wiseco 9:1 Pistons
ARP Headstuds/OEM TSX Headgasket
Fuel System
Dual Bosch 044 pumps
Dual Aeromotive 100 Micron Filters
Custom Aluminum Pickups
Precision 1000CC Injectors
Hondata Kpro
Misc
RBC intake manifold/Stock Cams/stock throttle body
Supertech Valvetrain
Clutchmasters Twin Disc/ Base RSX 5 Speed
Testing was done on VP c16. Testing was done at 17psi and 23psi. Cams tested were stock RSX Type S 2002-2004 intake and exhaust. Skunk2 cams that were tested were Stage 1 all motor cams with adjustable Skunk2 exhaust gear.
The solid lines are the Skunk2 cams; the dotted lines are the OEM cams. You can see 3-400rpm quicker spool and 40-60whp gain above 8000rpm with 20-25ft/lb gains all throughout the powerband. The GM boost solenoid feature was being used with Kpro and duty cycle had to be lowered about 5% to keep the boost levels the same between the cams. Approximately 8-10% more fuel was needed with the Skunk2 cams compared to the OEM. Vtec was set at 3800rpm with both sets of cams. Cam angle was locked at 30 degrees with both sets of cams, which is where both made their power. Ignition timing was not touched from the stock cams to the Skunk2 cams. We couldn't test the Skunk2 cams at higher boost levels (28-30psi) because we were getting ignition break up with the stock ignition system.
For the price of these cams and the exhaust gear, it's well worth the investment considering the gains that were seen. These cams will work extremely well with a GT35R or larger turbo. It's very possible that this motor could have used the Stage 2 all motor cams, and perhaps we'll be able to test those at some point in the future. We will be doing some Skunk2 cam testing on a turbo b-series motor in the next few weeks. We'll post the results as soon as we have them.
Quick thanks to our customer Bill for allowing us to do the test on his car.
to Skunk2 for manufacturing quality cams at an affordable price.
Turbo Setup
Full Race Pro Am T4 Twin Scroll Manifold
GT4094R 1.06 Housing
Twin Tial 44mm wastegates
3" FR DP/ 3" Exhaust
Full Race Vertical flow intercooler
Engine
GE Sleeved Block 87MM
Pauter Rods
Wiseco 9:1 Pistons
ARP Headstuds/OEM TSX Headgasket
Fuel System
Dual Bosch 044 pumps
Dual Aeromotive 100 Micron Filters
Custom Aluminum Pickups
Precision 1000CC Injectors
Hondata Kpro
Misc
RBC intake manifold/Stock Cams/stock throttle body
Supertech Valvetrain
Clutchmasters Twin Disc/ Base RSX 5 Speed
Testing was done on VP c16. Testing was done at 17psi and 23psi. Cams tested were stock RSX Type S 2002-2004 intake and exhaust. Skunk2 cams that were tested were Stage 1 all motor cams with adjustable Skunk2 exhaust gear.
The solid lines are the Skunk2 cams; the dotted lines are the OEM cams. You can see 3-400rpm quicker spool and 40-60whp gain above 8000rpm with 20-25ft/lb gains all throughout the powerband. The GM boost solenoid feature was being used with Kpro and duty cycle had to be lowered about 5% to keep the boost levels the same between the cams. Approximately 8-10% more fuel was needed with the Skunk2 cams compared to the OEM. Vtec was set at 3800rpm with both sets of cams. Cam angle was locked at 30 degrees with both sets of cams, which is where both made their power. Ignition timing was not touched from the stock cams to the Skunk2 cams. We couldn't test the Skunk2 cams at higher boost levels (28-30psi) because we were getting ignition break up with the stock ignition system.
For the price of these cams and the exhaust gear, it's well worth the investment considering the gains that were seen. These cams will work extremely well with a GT35R or larger turbo. It's very possible that this motor could have used the Stage 2 all motor cams, and perhaps we'll be able to test those at some point in the future. We will be doing some Skunk2 cam testing on a turbo b-series motor in the next few weeks. We'll post the results as soon as we have them.
Quick thanks to our customer Bill for allowing us to do the test on his car.
to Skunk2 for manufacturing quality cams at an affordable price.
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Re: Skunk2 K-series cam test (Hondatron)
I have not seen any substantial effects. This is going on the testing from our SFWD CRX that i did earlier in the year. Went from 3" piping throughout, to 2.5" from compressor outlet to intercooler, and 3" from IC outlet to TB.
Thread Starter
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Joined: Sep 2001
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Re: Skunk2 K-series cam test (RIP V8s)
<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by RIP V8s »</TD></TR><TR><TD CLASS="quote">also what do you think would happen on a low boost application using these cmas, IE 10 psi on say a 35r and a k24 long block that is stock?</TD></TR></TABLE>
As long as you have a good equal length manifold and a free flowing exhaust they will outperform stock cams. The gains just won't be as much as this car saw. We picked up about 25whp on the pump gas tune (12lbs) on this car.
As long as you have a good equal length manifold and a free flowing exhaust they will outperform stock cams. The gains just won't be as much as this car saw. We picked up about 25whp on the pump gas tune (12lbs) on this car.
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Joined: Oct 2005
Posts: 442
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From: Die Thieves, NJ, 07456
Re: Skunk2 K-series cam test (V-SPEC 1)
Thanks Jeff for the great tune and the opportunity to test out these cams. I am more than pleased w/ the gains, most importantly the midrange these cams produced.
Here is a quick pic of the engine bay before a few final touches.....
And the final pump gas numbers, the response on this turbo is incredible:
Next on the list for this setup is a carbon/carbon clutch because the CM Twin Disc slipped at 29PSI, a larger exhaust housing, and perhaps a set of Skunk Stage 2's.
Thanks again Jeff and Andrea at Evans-Tuning, sorry for keeping Jeff late as hell Andrea!!!
Mike at Laskey Racing for the crank work in a timely manner
Lloyd and Geoff at Full Race for the advice and great parts
Here is a quick pic of the engine bay before a few final touches.....
And the final pump gas numbers, the response on this turbo is incredible:
Next on the list for this setup is a carbon/carbon clutch because the CM Twin Disc slipped at 29PSI, a larger exhaust housing, and perhaps a set of Skunk Stage 2's.
Thanks again Jeff and Andrea at Evans-Tuning, sorry for keeping Jeff late as hell Andrea!!!
Mike at Laskey Racing for the crank work in a timely manner
Lloyd and Geoff at Full Race for the advice and great parts
Junior Member
Joined: Dec 2004
Posts: 758
Likes: 0
From: anytown, NJ, US
Re: Skunk2 K-series cam test (boosted hybrid)
<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by boosted hybrid »</TD></TR><TR><TD CLASS="quote">I have not seen any substantial effects. This is going on the testing from our SFWD CRX that i did earlier in the year. Went from 3" piping throughout, to 2.5" from compressor outlet to intercooler, and 3" from IC outlet to TB. </TD></TR></TABLE>
thank you !
thank you !